terminal regulations and information booklet …

Terminal Regulations and Information Booklet

02/09/2020 Rev 20 p.1/99

TERMINAL REGULATIONS AND INFORMATION BOOKLET FOR

LNG CARRIERS CALLING AT TERMINAL

OFFSHORE LNG TOSCANA S.p.A.

(OLT)


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TABLE OF CONTENTS

1.0 Introduction Definitions ......................................................................................................... 6

1.1 DEFINITIONS ....................................................................................... 6

2.0 General Information ................................................................................................................ 9

2.1 TERMINAL LOCATION ......................................................................................................... 9

2.2 RESTRICTED AREAS AND SAFETY ZONES .................................................................. 9

2.3 BERTH APPROVAL PARAMETERS .................................................................................... 9

2.4 ENVIRONMENTAL CONDITIONS ................................................................................... 10

2.4.1 – General information ............................................................................................... 10

2.4.2 - Weather Reports ...................................................................................................... 10

2.5 LNG CARRIER DOMESTIC MATTERS ........................................................................... 10

2.6 TERMINAL REPRESENTATIVE ......................................................................................... 12

2.7 LNG CARRIER DOCUMENTATION ................................................................................. 12

3.0 Arrivals ....................................................................................................................................... 13

3 .1 COMMUNICATION INFORMATION ............................................................................... 13

3.2 PRE- ARRIVAL COMMUNICATIONS .............................................................................. 13

3.2.1 Notice of Readiness ................................................................................................... 14

3.3 NAVIGATION, PILOTAGE AND BERTHING ................................................................ 15

3.3.1 Pilotage ........................................................................................................................... 15

3.3.2 Pilot Ladder ................................................................................................................... 15

3.3.3 Tug Assistance Vessels............................................................................................. 15

3.3.4 Pneumatic line throwing apparatus ..................................................................... 16

3.3.5 Ship Agency .................................................................................................................. 16

3.4 STATUS OF LNG CARRIER EQUIPMENT ..................................................................... 16

3.5 BERTHING SCHEDULE ...................................................................................................... 17

3.6 BERTHING/UN-BERTHING CRITERIA .......................................................................... 17

3.7 UNLOADING ARM TARGETING SPOOL PIECES ....................................................... 18

3.8 BERTHING APPROACH ...................................................................................................... 18

Note: Mooring Liners............................................................................................................. 19

3.7.1 Status of Anchors ....................................................................................................... 19

4.0 Mooring and Unmooring ...................................................................................................... 20

4.1 MOORING ARRANGEMENTS ........................................................................................... 20


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4.1.1 Mooring Winches ......................................................................................................... 20

4.2 STATUS OF MOORING ...................................................................................................... 21

4.3 PARTIAL FILL OPERATIONS FOR MEMBRANE LNG CARRIERS .......................... 21

5.1 VERBAL COMMUNICATION ............................................................................................. 23

5.2 COMMUNICATIONS LINK ................................................................................................. 23

5.2.1 Communication Agreement .................................................................................... 24

6.0 Access & Security ................................................................................................................... 25

6.1 LNG CARRIER ACCESS ..................................................................................................... 25

6.2 SECURITY BERTH/LNG CARRIER ACCESS CONTROL ........................................... 25

6.3 LNG CARRIER EMERGENCY ESCAPE ........................................................................... 25

6.4 SECURITY ISPS 25

7.0 Safety .......................................................................................................................................... 26

7.1 INTRODUCTION 26

7.2 REDUCED VISIBILITY ....................................................................................................... 26

7.3 EMERGENCY PROCEDURES AND RESPONSE ........................................................... 26

7.4 EMERGENCY MOORING RELEASE ................................................................................. 27

7.5 FIRE PREVENTION .............................................................................................................. 27

7.6 EMERGENCY TOWING LINES ......................................................................................... 28

7.7 PERSONAL PROTECTIVE EQUIPMENT ......................................................................... 28

8.0 State of Readiness ................................................................................................................. 29

8.1 STABILITY/DRAFT/TRIM .................................................................................................. 29

8.1.1 SPECIAL CARGO CONDITION WHEN A LNGC CAN NOT COMPLY WITH

MAX ADMISSIBLE MANIFOLDS ELEVATION DEPARTURE BALLAST CONDITION

REQUESTED BY TERMINAL ........................................... Errore. Il segnalibro non è definito.

8.2 DEFECTS AND DEFICIENCIES ....................................................................................... 31

8.3 REPAIRS AND MAINTENANCE ........................................................................................ 31

8.4 CREW PREPAREDNESS READINESS ............................................................................ 31

8.5 ENGINE READINESS .......................................................................................................... 32

8.6 ENGINE SAFETY 32

9.0 Pollution Avoidance .............................................................................................................. 33

9.1 INTRODUCTION 33

9.2 LEAKS AND POLLUTION PREVENTION ....................................................................... 33

9.2.1 Discharging Material Overboard ........................................................................... 33


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9.2.2 Gas Freeing ................................................................................................................... 33

9.2.3 Venting ........................................................................................................................... 33

9.2.4 Bilge and Sewage Discharge .................................................................................. 33

9.2.5 Ballast Discharge ........................................................................................................ 33

9.2.6 Air Emission .................................................................................................................. 34

9.2.7 Excessive Smoke ........................................................................................................ 34

9.3 ACTION IN EVENT OF POLLUTION ............................................................................... 34

9.3.1 LNG Leakage ................................................................................................................ 34

10.0 Cargo Operations ................................................................................................................. 35

10.1 CARGO HANDLING AGREEMENT ................................................................................ 35

10.2 CONTROL AND SUPERVISION OF OPERATIONS .................................................. 35

10.3 LNG CARRIER / TERMINAL PRE-TRANSFER MEETING ....................................... 35

10.4 EMERGENCY SHUTDOWN ............................................................................................. 36

10.5 ESD 36

10.6 RESUMPTION OF OPERATIONS .................................................................................. 37

10.7 LIQUID AND VAPOR ARMS CONNECTION (1) ......................................................... 37

10.8 CARGO MEASUREMENTS .............................................................................................. 38

10.9 UNLOADING RATES ......................................................................................................... 38

10.10 MAXIMUM LNG CARGO TANK VAPOR PRESSURE ............................................. 38

10.11 LIQUID AND VAPOR ARMS DISCONNECTION .................................................... 38

10.12 SHIP / SHORE POST-TRANSFER MEETING .......................................................... 39

11. Conditions of Use and Appendices ................................................................................... 40

CONDITIONS OF USE ............................................................................................................... 40

1 Acceptance of LNG Carrier .............................................................................................. 40

2. Master’s Responsibility .................................................................................................... 40

3. Agency ................................................................................................................................... 41

4. Government Officials ....................................................................................................... 41

5. Anti Pollution ....................................................................................................................... 41

6. Terminal hours of operation ......................................................................................... 41

7. Marine Terminal Closure ................................................................................................ 42

8. Pilotage ................................................................................................................................. 42

9. Drugs and Alcohol ............................................................................................................. 42

10. Visitors attending the LNG Carrier ........................................................................... 42


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11. Removal of Wrecks ........................................................................................................ 42

12. Provision of services ...................................................................................................... 43

13. Liabilities and indemnities ........................................................................................... 43

14 Limitation of Liability ...................................................................................................... 44

15. Changes to the Conditions of Use ............................................................................ 44

16. Pollution ............................................................................................................................. 44

17. Parties and related parties. ........................................................................................ 44

18. Governing Law and Jurisdiction ................................................................................ 45

Attachment 11.0 LNG CARRIER FINAL ACCEPTANCE VISIT ...................................... 46

Attachment 11.1 “REJECTED REPORT” .............................................. 50

Attachment 11.2 PRE ARRIVAL INFORMATION .................................................... 51

ALLEGATO 11.3 CHECKLIST di SICUREZZA della NAVE/del TERMINAL................ 54

Attachment 11.4 CARGO HANDLING AGREEMENT ....................................................... 70

Attachment 11.5 COMMUNICATION AGREEMENT ......................................................... 74

Attachment 11.6 EMERGENCY CONTACTS AND SIGNALS ......................................... 76

Attachment 11.7 Adverse weather – Terminal Operating Policy ............................. 77

Attachment 11.8 Emergency Stop Report ........................................................................ 78

Attachment 11.9 Example Mooring Layouts .................................................................... 80

Attachment 11.10 ISPS Declaration of Security ............................................................ 86

Attachment 11.11 Emergency Response Actions .......................................................... 87

Terminal Related Incidents ..................................................................................................... 88

Specific Incidents………………. .................................................................................................. 89

LNG Carrier Collision within Exclusion and Monitoring Zones ................................... 90

LNG Carrier Out of Position .................................................................................................... 91

Attachment 11.12 Master’s Letter of Acknowledgement ............................................ 92

Attachment 11.13 Terminal Feedback Report ................................................................ 94

Attachment 11.14 Terminal location .................................................................................. 95

Attachment 11.15 Plan of Terminal and Berth ............................................................... 97

Attachment 11.16 Fendering arrangements .................................................................... 98

Attachment 11.17 OLT Crisis Management Plan ............................................................ 99


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1.0 Introduction Definitions

The Terminal Regulations and Information Booklet (“Terminal Regulations”) supplements the

Maritime Safety Regulations Order nr. 6 / 2014 issued by the Livorno Harbour Master on January

29th 2014 (“Maritime Safety Regulations Order”) and any regulation expressly applicable to it,

to ensure safe and efficient operations at the Terminal.

This document does not replace any of the Maritime Safety Regulations and certain information,

including information about the Maritime Safety Regulations, is provided solely as a courtesy. The User and/or the LNG Carrier’s Master shall independently verify any such information and may not rely on the Terminal Operator to provide such information. The information contained herein may be reviewed periodically by the Terminal Operator as required.

They also:

• provide the User with a source of additional information and procedures pertinent to operations at the Terminal

• define the standards the LNG Carriers must comply with to be subject to the Compatibility

Study Process for acceptance by the Terminal

• should be read in conjunction with the Maritime Safety Regulations and other applicable laws to ensure that the Users are compliant with all applicable State/local Legislation and any other Terminal specific requirements

• require OLT to be kept in copy to all written communications between the LNG Carriers and the Terminal Operator

• govern the acceptance, vetting and operations of LNG Carriers calling at the Terminal

Application

The Terminal Regulations apply to the Terminal and all LNG Carriers calling at the Terminal.

Users and their LNC cargo owners accept that compliance with the rules and procedures set out by the Terminal Regulations is mandatorily required and that access to the Terminal is therefore subject

to the positive verification of the relevant conditions of use. OLT Offshore LNG Toscana S.p.A.,

directly or through appointed entities acting of its behalf, shall be entitled to change, amend, update and review the Terminal Regulations at any time at its sole discretion. The conditions of use set by

the Terminal Regulations are effective and binding on Terminal Users and LNGCs calling at the

Terminal in the versions published at the time the fulfilment of the relevant conditions is verified.

1.1 DEFINITIONS

• ALL FAST: means that the LNG Carrier is securely moored and in position alongside the

berth of the Terminal and that the Spool Pieces have been installed on board the LNG

Carrier.

• APPROVAL & VETTING PROCEDURES: means the “LNG Carrier Approval & Vetting

Procedures” for the Terminal accessible on OLT’s website (www.oltoffshore.it).

• CARGO HANDLING MANUAL: means the “Cargo Handling Manual” for the Terminal

accessible on OLT’s website (www.oltoffshore.it).

• COMPETENT AUTHORITIES: means any Italian or European Union Member State’s legislative, judicial, administrative or executive body, including (i) any court of competent jurisdiction; (ii) any local, national or supra national agency, authority, inspectorate, minister, ministry, official or public or statutory person (whether autonomous or not) of, or of the government of, Italy or the European Union; (iii) the European Commission; (iv) the

Italian Antitrust Authority (Autorità garante della concorrenza e del mercato); (v) the Gas and Electric Power Authority; (vi) the Italian Ministry for Economic Development; (vii) the

Italian Ministry of Industry, Trade and Crafts; and (viii) the Maritime Authorities.


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• CONDITIONS OF USE: means the conditions of use at Article 11.

• CREW: means all personnel operating and serving aboard the LNG Carrier, including the

Master, officers and ratings.

• ESD: means emergency shutdown.

• ETA: means the estimated time of arrival of an LNG Carrier at the Pilot Boarding Station.

• EXCLUSION ZONE: has the meaning set forth in Article 2.2.

• FINAL ACCEPTANCE VISIT: means the visit as described in the Approval & Vetting

Procedures 3.3 – Step 3, confirming the acceptance of the LNG Carrier to berth at the

Terminal (see also Attachment 11.0).

• FSRU TOSCANA: means the LNG floating storage and regasification unit having IMO

number 9253284 and registered under the Italian flag number LI10153.

• GRID: means the national and regional transport system for Gas as defined in the MICA decree of the 22nd of December 2000, as such decree is published in the Gazzetta Ufficiale,

serie generale, 23/11/2001 n. 18, and as amended and updated from time to time.

• GUARDIAN VESSEL: means the vessel dedicated to the enforcement of the Exclusion Zone.

• HARBOUR MASTER: means the Capitaneria di Porto di Livorno.

• INTERNATIONAL STANDARDS: means the standards and practices from time to time in force applicable to the ownership, design, equipment, operation or maintenance of LNG Carriers established by the rules of a classification society (within the International

Association of Classification Societies (IACS) or as may otherwise be acceptable to OLT), the conventions, rules, guidelines and regulations laid down by the International Maritime Organization (IMO), the Oil Companies International Marine Forum (OCIMF), International Group of Liquefied Natural Gas Importers (GIIGNL), Society of International Gas Carriers and Terminal Operators (SIGTTO) (or any successor body of the same) and any other internationally recognized agency or organization with whose standards and practices it is customary for international operators of such vessels or terminals to comply, including the

holding of a valid operational OCIMF Ship Inspection Reporting system (SIRE) certificate.

• INTRINSICALLY SAFE: means the condition whereby any spark or thermal effect, generated by the normal operation or accidental failure of the equipment, is incapable, under prescribed test conditions, of igniting a prescribed gas mixture. Any equipment so rated will

be certified by an appropriate body as “intrinsically safe.”

• LINE THROWING APPARATUS: is defined in the Maritime Safety Regulations.

• LNG: means natural gas which has been converted to a liquid state at or below its boiling

point and at a pressure of approximately 1 atmosphere.

• LNG CARRIER: means a ship, constructed and equipped for the transportation of LNG in

bulk.

• LNG CARRIER CARGO EQUIPMENT: means the LNG Carrier’s cargo pumps, cargo compressors, cargo vaporizers, inert gas generators, motors, control equipment, and other cargo handling equipment and where appropriate also includes the primary and emergency

power supply, circulating pumps and other auxiliary equipment essential for safe and

efficient operations.

• MARITIME AUTHORITIES: means the Ministry of Infrastructures and Transport (Ministero delle Infrastrutture e dei Trasporti), the Autorità Portuale (Port Authority) and the Harbour

Master.

• MARITIME SAFETY REGULATIONS: means the regulations, administrative provisions, acts and/or other provisions, including the Maritime Safety Regulations Order, issued by the Maritime Authorities in so far as they are relevant to the operation of the Terminal and/or

LNG Carriers.

• MASTER: means any person legally and duly certified and appointed as commanding officer responsible for the navigation and management of an LNG Carrier or in his absence his duly

authorized deputy.


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• NAKED LIGHTS: means open flames, exposed incandescent material or any other

unconfined source of ignition.

• NOTICE OF READINESS: has the meaning set forth in Article 3.2.1.

• OCIMF: means the Oil Companies International Marine Forum.

• OLT: means OLT S.p.A., the Terminal’s owners and commercial operating company (or its

successor).

• OLT CRISIS MANAGEMENT PLAN: means the plan at [Attachment 11.17].

• PILOT: is defined in the Maritime Safety Regulations.

• PILOT BOARDING STATION: is defined in the Maritime Safety Regulations.

• SHIP’S AGENT: means the agent appointed by the LNG Carrier owner or charterers to act on behalf of the LNG Carrier in arranging marine services and authority clearance

requirements for the LNG Carrier to unload at the Terminal.

• SPOOL PIECES: means the targeting spool assembly for an LNG Carrier’s manifold, being the equipment designed and made available by the Terminal that needs to be installed by LNG Carrier’s crew on its port side cargo manifold in order to allow the connection and

disconnection of the FSRU loading arms in offshore environmental conditions.

• TERMINAL: means FSRU Toscana, geographically located at the coordinates provided for in Article 2.1, including berth area and other facilities within the Exclusion Zone and the Terminal’s management. Such management includes the person or persons (and his/their deputies and assistants) authorized by OLT to exercise the powers or perform the duties related to making and enforcing regulations, administration and control of the plant and

berths.

• TERMINAL MANAGER: means such individual with day–to-day primary responsibility for

managing the Terminal.

• TERMINAL OPERATOR: means the company appointed and authorized by OLT to perform the management and technical operation of the Terminal in accordance with the ISM Code

and ISO 9001 ,14001, and OHSAS 18001.

• TERMINAL PERSONNEL: means the personnel operating on board the Terminal the number, responsibilities, duties and preparation of which have been stated by the Maritime

Authorities.

• TERMINAL REGULATIONS: means this Terminal Regulations and Information Booklet as

updated from time to time by OLT, which apply to LNG Carriers and Users in connection with

the operation of LNG Carriers at the Terminal.

• TERMINAL REPRESENTATIVE: means the designated person (s) who will board the LNG Carrier on behalf of the Terminal and will act as coordinator between the Terminal and LNG

Carrier. The Terminal Representative or ‘Berthing Loading Master’ is in direct communication

with the Terminal control room.

• TERMINAL SOPEP PLAN: means the Terminal’s shipboard oil pollution emergency plan produced in accordance with the International Convention for the Prevention of Pollution

from Ships (MARPOL) (as amended from time to time) and relevant Italian legislation (as amended from time to time).

• TUG: is defined in the Maritime Safety Regulations.

• USER: means a person entitled to receive services at the Terminal from time to time.


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2.0 General Information

2.1 TERMINAL LOCATION

The Terminal is located approximately 12 nautical miles offshore Livorno in Latitude 43° 38’ 40” N, Longitude 009° 59’ 20” E in a water depth of about 112 meters.

2.2 RESTRICTED AREAS AND SAFETY ZONES

A two nautical mile radius “Exclusion Zone” exists around the Terminal in which fishing and pollution (as ruled by MARPOL convention and/or national and local rules) are prohibited and navigation restricted.

Access to the Exclusion Zone is restricted exclusively to LNG Carriers calling at the Terminal, mooring and service support vessels, either working for or authorized by the Terminal and Marine Authority, as well as those vessels associated with law enforcement agencies. The Exclusion Zone is monitored

by a dedicated guard-ship:

“Guardian Vessel”

Registry: Italy Port of Registry: Genova, Italy Call Sign: IIZJ2 IMO n.: 9615585 MMSI: 247316200

There is no designated anchorage area around the Terminal. Any LNG Carrier requiring anchoring must first seek authorization from the Maritime Authorities on VHF channel 16: refer to Order n.6 / 2014.

2.3 BERTH APPROVAL PARAMETERS

The Terminal is designed in compliance with the International Standards to provide a berth for any LNG Carrier compliant with the Conditions of Use, having successfully passed a case-by-case “Compatibility Study Process” (as described in Approval & Vetting Procedures) and satisfying the following size limitations:

Above parameter are subject to verification during compatibility process especially for mooring lay

out. Depending on LNGC mooring fitting position.

All LNG Carriers must be capable of conducting LNG cargo discharge and ballast operations simultaneously so as to minimize the area of the LNG Carrier exposed to wind while moored.

See: Article 8 State of Readiness

Maximum Arrival Displacement 120,000 metric tonnes

Maximum Overall Length 310 metres

Minimum Overall Length

Limit is determined by reference to to safe mooring

plan and unloading arms envelope

Maximum Beam 50 metres

Maximum Moulded Depth Limit is determined by reference to the loading arms

envelope

Maximum Loaded/Ballast Draft Limit is determined by reference to the loading arms

envelope

Manifold and Mooring layout In accordance with OCIMF "Recommendations for

manifolds for refrigerated liquefied natural gas

carriers (LNG) second edition 1994"


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2.4 ENVIRONMENTAL CONDITIONS

2.4.1 – General information

The Terminal is under influence of the northern Tyrrenian Sea climate. During winter the prevailing winds are SW’ly and NE’ly while during summer the prevailing winds are NW’ly.

During and after periods of strong SW winds, which usually last approximately two days in winter, a considerable swell is experienced. The information provided in this article 2.4.1. is indicative and offered as guidance only. An OLT wave meter buoy is positioned in Lat. 43 37 05 N Long. 009 59 46 E Yellow color – flash (5- every 2 sec.) period 20 sec.

2.4.2 - Weather Reports

Twice daily weather forecasts are received by and available from the Terminal Operator.

These weather forecasts are by their nature only indicative of conditions that may be experienced. Neither OLT nor the Terminal Operator accepts any liability or responsibility whatsoever for the accuracy or otherwise of any weather forecast made available by the Terminal Operator.

2.5 LNG CARRIER DOMESTIC MATTERS

The domestic needs of the LNG Carrier are to be arranged by the Ship’s Agent.

The Terminal Operator or OLT may, if requested and at their sole discretion, assist in these arrangements. Ship’s Agent to take into account that only the Terminal’s approved support vessels are authorized to enter the Exclusion Zone.

Provisions, stores

and crew changes

There are no facilities to accommodate provisions storing or crew

changes at the Terminal. The LNG Carrier’s Master and Ship’s Agents

should schedule crew changes or stores deliveries prior to berthing, after

un-berthing, or while at anchor. The LNG Carrier may, in exceptional

cases, store or effect crew changes from support vessels when alongside

only with the prior permission of the Maritime Authorities and Terminal

Operator. As a general rule, while the LNG Carrier is alongside the

Terminal, support vessels may not approach the LNG Carrier and

stores and/or spares may not be loaded or unloaded.

Repairs While the LNG Carrier is alongside the Terminal, repairs are prohibited,

unless otherwise agreed by the Maritime Authorities and the Terminal

Operator to facilitate safe or continued operations.

Medical care While there are no medical facilities available on the Terminal, emergency

medical evacuation to shore may be organized by the Ship’s Agent at the

expense of the LNG Carrier. The Ship’s Agent makes requests to the

Terminal Operator for medical evacuation. The Ship’s Agent is

responsible for logistical arrangements for the evacuees upon arrival on

shore.

Bunkers and

potable water There are no bunkering or potable water facilities at the Terminal.

Bunkering activities are not permitted at the Terminal or within the

Exclusion Zone.

Garbage Facilities There are no garbage reception facilities at the Terminal.


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Note:

(i) the choice of the shipping/custom agent is an independent decision taken by the LNG cargo

owners and LNG Carrier operators under its own exclusive responsibility.

(ii) there is no shipping/custom agent authorized or endorsed by OLT and/or by any other

authority to operate at, or on behalf of, the “FSRU Toscana” Terminal;

(iii) any information about the shipping/custom agents operating at the “FSRU Terminal” which is

passed by OLT to our users and/or to our users’ LNG cargo owners or and LNG Carrier

operators is provided by OLT exclusively as an act of courtesy and it shall not imply, and shall

not be construed as, a recommendation and/or an endorsement of the relevant agent/s,

remaining its selection exclusive responsibility of the LNG cargo owners and LNG Carrier

operators concerned.


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2.6 TERMINAL REPRESENTATIVE

The Terminal Representative will usually board the LNG Carrier before the Pilot boards, outside the Exclusion Zone. He will perform the ‘Final Acceptance Visit’ of the LNG Carrier for berthing at the Terminal. The Terminal Representative acts as coordinator for all LNG Carrier/Terminal operations and will

usually remain onboard during the LNG Carrier’s call at the Terminal. Should an emergency arise, The Terminal Representative may also be available to offer local information to the LNG Carrier Master. However, if so, such information is provided as a courtesy only and no warranties are made as to the accuracy or otherwise of the advice.

2.7 LNG CARRIER DOCUMENTATION

It is the LNG Carrier Master’s responsibility to ensure that prior to arriving off the Terminal the LNG

Carrier has current versions of the following documents:

• Maritime Safety Regulations

• Terminal Regulations

• Cargo Handling Manual • Approval & Vetting Procedures • Environmental, Safety and Quality Minimum Criteria

• Gas and LNG Measurement Manual These documents can be accessed at OLT’s website: www.oltoffshore.it The LNG Carrier’s Ship’s Agent will also forward copies of the Terminal Regulations and Maritime Safety Regulations to the LNG Carrier’s Master prior to the LNG Carrier’s arrival.

Prior to arrival at the Terminal, the Master is to confirm (to the Terminal, the Maritime Authorities and to the Agent) safe receipt of and compliance with the Terminal Regulations and Maritime Safety Regulations.

The LNG Carrier’s Master shall provide the following of the LNG Carrier’s documents upon request of the Terminal Representative:

• cargo handling manual

• emergency procedures

• statutory certificates


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3.0 Arrivals

3 .1 COMMUNICATION INFORMATION

All communications between the Terminal and LNG Carrier and Ship’s Agents shall be conducted in

the English language.

Item Description

VHF “Operating Channels” Channel 15 or 18 during maneuvring and alongside

and [16], 24 hours per day.

Terminal details Call Sign: IBAH

IMO number 9253284

Terminal email [email protected]

Terminal Telephone CCR +39 05686201250(VOIP)

+870 765109759 (SAT)

Terminal Manger +39 05686201251

OLT email [email protected]

OLT Fax +39 0245430590

OLT Telephone +39 023667351

3.2 PRE- ARRIVAL COMMUNICATIONS

Upon departure from the loading port, the LNG Carrier’s Master must send via fax or email a series of communications and estimated times of arrival (ETAs) as listed below:

• Loading port of the LNG Carrier

• Name of the LNG Carrier

• Time and date when LNG loading was completed

• The quantity and quality of LNG loaded and the portion of such quantity to be unloaded at

the terminal if less than the full quantity

• Foreseen Arrival load draft and departure ballast draft at FSRU Toscana

• ETA Notice of the LNG Carrier shall be submitted, updated or confirmed (as the case may

be) at the following intervals, subject to the Maritime Safety Regulations:

(i) Upon departure from the load port ; (ii) seventy-two (72) hours before the then current ETA; (iii) forty-eight (48) hours before the then current ETA; (iv) twenty-four (24) hours before the then current ETA; (v) twelve (12) hours before the then current ETA; and (vi) thereafter for any ETA change of more than two (2) hours.

(vii) If the cargo to be unloaded has been acquired or diverted to the Terminal, after the departure of the LNG Carrier from the load port or after the relevant time specified above, then the ETA Notice shall be submitted as soon as possible after such acquisition or diversion, but in any event taking into account any applicable requirement for the final time by which the arrival of LNG Carrier shall be notified to the Maritime Authorities.

mailto:[email protected]


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When in VHF range of the Terminal the LNG Carrier shall contact and maintain a listening watch

on the Terminal’s VHF Operating Channels.

Pre arrival information is to be, in any case, transmitted to the Terminal no less than 72 hours prior

to arrival at the Terminal.

See: Attachment 11.2 Pre Arrival Information.

Masters are obliged to immediately report to the Terminal any defects or deficiencies that

may affect the safety or the performance of operations to be conducted while the LNG Carrier is within the confines of the Exclusion Zone and/or when the LNG Carrier is at the

Terminal.

The following checks and tests must be carried out successfully on board the LNG Carrier and duly recorded within three days prior to the estimated time of berthing:

• Water Spray systems

• Fire pumps

• Inert condition of annular space, primary and secondary space if applicable

• Operation of cargo system remote control valves and their position indicators

• Alarm function of fixed gas detection equipment

• Primary custody transfer and alarm set points

• Operation of the ESD system

The LNG Carrier’s Master shall immediately report any defects or deficiencies concerning these

checks and tests to the Terminal Operator.

The LNG Carrier’s Master shall present evidence of the successful completion of the above checks to

the Terminal Representative at the pre-transfer meeting.

3.2.1 Notice of Readiness

The LNG Carrier’s Master or the Ship’s Agent shall give a notice of readiness to moor and unload (“NOR”) to the Terminal Operator and the Terminal Operator as soon as the LNG Carrier:

• has arrived at the Pilot Boarding Station or such other location as the Terminal Operator has notified the LNG Carrier;

• has cleared the necessary formalities with the Maritime Authorities and all other relevant Competent Authorities, has complied with all necessary customs notification requirements and all other necessary authorizations have been obtained; and

• is ready in all respects, including having received the Spool Pieces to proceed to moor at the Terminal and commence unloading.

The NOR is tendered by the LNG Carrier’s Master and shall:

• Be Signed by the Master of the LNG Carrier ; and

• State the time and date when it was tendered ; and

• Be Addressed to the Terminal Manager, in copy to the Terminal Operator

Upon receipt of a valid NOR, the Terminal Manager shall provide the LNG Carrier with instructions for berthing at the Terminal.

The Terminal Operator may reject the NOR at any time before the LNG Carrier is All Fast, but only

where:

1. such NOR:

i. does not contains the information specified above; or


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ii. contains or confirms material information that the Terminal Operator has

reasonable evidence is incorrect;

2. any of the requirements set forth above have not been satisfied;

3. the Terminal Operator raises safety concerns;

4. the User no longer complies with the conditions to receive services at the Terminal; or

5. the Terminal Operator, reasonably foresees that the LNG Carrier will not be All Fast

within forty-eight (48) hours after the end of the ‘scheduled arrival window’ for the LNG

Carrier.

3.3 NAVIGATION, PILOTAGE AND BERTHING

3.3.1 Pilotage

Pilotage is compulsory using the Maritime Authorities’ approved Pilotage service. VHF contact should

be established with the "Livorno Pilot Station" on Channel 12 when within range. The boarding position for the Pilot and Terminal Representative is approximately 2.5 nautical miles off of the

Terminal and will be communicated once the LNG Carrier is in VHF range.

Avvisatore Marittimo Livorno (a ship information service) may be used by the LNG Carrier (available at www.shipinfo.it). Refer to Maritime Authority Order nr. 6/2014.

3.3.2 Pilot Ladder

Pilot ladders for embarkation must be in accordance with SOLAS Chapter V Reg. 17 and the IMO “Recommendation on Arrangements for Embarking and Disembarking Pilots in Very Large Ships,”

adopted by Resolution A.426 (XI) 1979, “Required Boarding Arrangements for Pilots.”

3.3.3 Tug Assistance Vessels

LNG Carriers are required to berth and un-berth with the Maritime Authorities’ approved Tugs.

These Tugs are also required to remain in close proximity to the LNG Carrier throughout its stay at the Terminal so as to:

• maintain a security watch

• be available to render prompt assistance in case of:

o early departure requirements

o emergency situations (including providing fire fighting support)

The minimum number and power of Tugs required by the Maritime Authorities are indicated in the following table:

The Maritime Authorities require that 2 x > 100t bollard pull Tugs be on standby whilst the LNG Carrier is alongside. The Maritime Authorities at all times retain control over the requirements as to number and bollard pull of Tugs. LNGC Shall be equipped with bitts, Panama with a SWL of no less than100 t . Position of panama chock and bitts should be as much as possible fitted on FWD and AFT lngc centerline. For more detail ref to confirmation list or “FSRU Toscana - LNG Carrier Approval Vetting Procedures

LNG Carrier DWT Number of Tugs – berthing Number of Tugs – unberthing

All LNG Carriers 2 x > 100t bollard pull

1 x > 70t bollard pull

2 x > 100t bollard pull

http://www.shipinfo.it/


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rev11.docx

3.3.4 Pneumatic line throwing apparatus

The Terminal is equipped with Line Throwing Apparatus that can be used for the connection of the

transfer of mooring lines between the LNG Carrier and the Terminal.

LNG Carrier Master and crew must be aware of the possible dangers connected with such apparatus.

See: 4.0 Mooring and Unmooring

3.3.5 Ship Agency

The Ship’s Agent is responsible for booking and coordination of the Pilots, Tugs and any other

services to the LNG Carrier.

LNG Carriers’ owners, charterer and Ships Agents are directed to OLT’s website (www.oltoffshore.it ) for further details.

The Ship’s Agents should liaise and communicate with the Terminal Operator and the Terminal concerning the LNG Carrier’s ETA and the schedule requirements of the Pilot, Tugs and any other service.

The Ship’s Agent should advise the Terminal Operator and the Terminal of any other activities

that the LNG Carrier may request to be permitted while at the Terminal, including:

• planned storing activities

• crew changes

• visiting personnel to the LNG Carrier

• cargo surveyor arrangements

• other planned activities

If such activities are permitted by the Terminal, the Ship’s Agent will be responsible for organizing

transportation to and from the LNG Carrier.

3.4 STATUS OF LNG CARRIER EQUIPMENT

The Master of the LNG Carrier MUST notify the Pilots and the Terminal Representative of any limitations or deficiencies that might impose special hazards in connection with handling, mooring

or unloading the LNG Carrier, such as defective (for example only, but not limited to):

• propulsion;

• steering equipment;

• lines or gear;

• cranes/booms; or

• LNG Carrier Cargo Equipment.

Each LNG Carrier that the User intends to moor alongside and Unload at the Terminal shall be in compliance with International Standards, be approved by the Terminal Operator having successfully passed a Compatibility Study Process as detailed hereinafter and have passed all inspections including the “Final Acceptance Visit and the Unloading Test Safety Inspection”.

Reference: see the Approval & Vetting Procedures

The Terminal Representative will conduct a Final Acceptance Visit, prior to allowing berthing of the LNG Carrier at the Terminal. As set out in the Approval & Vetting Procedures, this visit will include, but will not be limited to, the following checklist items:

- mooring arrangements and equipment visual inspection and compliance with Terminal


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requirements, evidence of valid test certificates

- visual inspection of lifting equipment for receiving/returning the Spool Pieces - visual inspection of cargo manifolds and service platform

- ESD link compliance with the Terminal’s requirements

- external communication compliance with the Terminal’s requirements - availability of required/requested documentation

See attachment 11.0 “Final Acceptance Visit Checklist”

If the LNG Carrier is found unacceptable for Terminal berthing or unloading, the Terminal Representative will as soon as practical notify the LNG Carrier’s Master, the Maritime Authorities, the Pilot, the Terminal Operator, the Terminal Manager and the Ship’s Agent of such unacceptability.

A “Rejected Report” will be submitted to all parties.

See: Attachment 11.1 “Rejected Report”

If the LNG Carrier is found acceptable for Terminal berthing or unloading, the Terminal

Representative will as soon as practical notify the LNG Carrier’s Master, the Maritime Authorities, the Pilot, the Terminal Operator, the Terminal Manager and the Ship’s Agent of such acceptability.

The Terminal Representative will also conduct the ‘Unloading Test Safety Inspection’ based on OCIMF (ISGOTT), SIGTTO and other industry accepted standards.

3.5 BERTHING SCHEDULE

The berthing schedule shall be determined by the Terminal in accordance with its procedures and obligations to its Users, subject to the Terminal’s available storage capacity and any contrary requirements of the Maritime Authorities.

3.6 BERTHING/UN-BERTHING CRITERIA

The following tables show the prescribed environmental limits for certain operations:

• side-by-side mooring and unloading arm connection is subject to the following environmental

limits:

Average

wind speed

lmit

Average Sea state Limit

Average

surface current

Limit

m/s Hs (m) TP(s) m/s

7.50 1.50 7.5 0.50


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• the environmental limits that force the cessation of cargo transfer and the disconnection of

the unloading arms are:

Average

wind speed

Limit

Average Sea state Limit

Average

surface current

Limit

m/s Hs (m) TP(s) m/s

15.00 2.50 8.5 0.50

15.00 2.00 8.0 0.50

*For certain vessel depending of height of manifolds in departure (ballast) meteocean condition reduced at 2.0m hs waves . Ref to Loading Arms envelope and compatibility study.

This information is provided for guidance only. Within the prescribed environmental limits, these operations are always subject to the judgment of the LNG Carrier’s Master, the Terminal Manager,

the Pilots, the Terminal Representative and the decision of the Maritime Authorities.

When assessing the limiting conditions, the combined effect of all parameters (wind speed, wave height, surface current) shall be considered.

Any deviation from the above environmental limits for such operations shall be agreed and defined between parties during the Compatibility Study Process.

The required range of visibility for berthing operations is more than 500m.

NOTE: the Terminal is fitted with an anemometer and current / wave measurement equipment that will be used to determine the prevailing wind, sea-state and surface

current conditions.

See: Attachment 11.7 Adverse Weather – Terminal Operating Policy

3.7 UNLOADING ARM TARGETING SPOOL PIECES

Before entering in the Exclusion Zone, the LNG Carrier shall arrange for receipt of the four (4)

targeting Spool Pieces by way of an approved Terminal support vessel. The connection of these

targeting Spool Pieces to the LNG Carrier manifold shall be performed by the LNG Carrier’s crew

under the supervision of the Terminal Representative.

See: ‘Cargo Handling Manual’ sec. 2.2 and Appendix C

3.8 BERTHING APPROACH

All maneuvering of LNG Carriers proceeding to and within the Exclusion Zone shall be conducted

with appropriate care and caution at a speed and in a manner that shall not endanger the safety of

other vessels or the Terminal.

When the LNG Carrier enters the Exclusion Zone, the Tugs must be connected to the forward and aft ends of the LNG Carriers much as possible on LNGC center line

The berthing principle is to maneuver the LNG Carrier into a position parallel to the Terminal’s berth at about 50 meters off. With the LNG Carrier stopped in this position, and by the use of the Line

Throwing Apparatus, a connection will be established between the Terminal and the LNG Carrier in

order that the first two mooring lines forward and aft (one breast and one spring respectively) can be passed from the LNG Carrier and connected to the Terminal’s mooring hooks; then heaving on

these mooring lines and with the support of the Tugs the LNG Carrier will maneuver alongside the


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Terminal’s berth.

LNG Carriers will berth with their port side alongside to the Terminal’s berth.

The Terminal is provided with a berthing aid and mooring line tension monitoring systems.

A portable PC unit will be also available, from the Terminal Representative to the LNG Carrier, that

is linked to the Terminal by wireless telemetry during the berthing maneuver. This unit will, in LNG Carrier approach mode, display dynamic graphical data presentation of the LNG Carrier’s speed,

distance and longitudinal angle versus the Terminal.

To avoid damage to the Terminal’s fendering system, the LNG Carrier should normally be landed squarely (in parallel) onto the Terminal’s fenders with a contact speed not exceeding 10 cm/second.

The LNG Carrier’s Master and the Terminal Manager will agree on the final position in accordance

with the LNG Carrier’s and Terminal’s cargo handling arrangements (unloading arms spotting line).

It is expected that the LNG Carrier shall be ready to commence unloading as soon as practicable after the completion of mooring, and it shall complete unloading, safely, effectively and expeditiously

taking into account the prevailing and expected weather conditions and relevant operating

conditions.

Note: Mooring Liners

Maritime Authority has imposed, for safety reasons, the presence on board the Terminal and or the

LNG Carrier the presence of two Livorno Harbour mooring liners during the mooring/unmooring and

for the whole duration of LNG Carrier stay alongside, as supervisor.

Refer to Maritime Authority Order nr. 6/2014

3.7.1 Status of Anchors

During pilotage operations, when entering the Exclusion Zone and while alongside the Terminal, the

LNG Carrier must have the chain stoppers, locking pins and other securing devices in place on all of

her anchors to prevent accidental release.


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4.0 Mooring and Unmooring

4.1 MOORING ARRANGEMENTS

The proposed mooring plan (as established during the Compatibility Study Process) will include details of the number and position of mooring lines to be used consistent with OCIMF “Mooring

Equipment Guidelines - latest edition”.

During the Compatibility Study Process, the proposed mooring plan for the LNG Carrier needs to consider the requirement to protect the mooring lines from abrasion with the LNG Carrier’s hull,

fairleads and chocks.

The minimum mooring line requirements for LNG Carriers are indicated in the following table:

Lines Forward Aft

Head / Stern / Breast 6 4

Springs 2 4

Emergency Fire Lines 1 1

N°16 is the Minimum number of mooring lines required as for side by side study For vessel size abt 65/75 k N°14 or n°15 is the minimum number of mooring lines required as for side by side study

.

All mooring lines must be deployed on mooring winch drums and be capable of effectively mooring

the LNG Carrier.

See: Attachment 11.9 Example Mooring Layouts

The arrangement of mooring lines and the sequence of the mooring operations shall be agreed upon

in advance between the LNG Carrier’s Master, the Pilots and the Terminal Manager.

The LNG Carrier must be moored to the complete satisfaction of the LNG Carrier’s Master, the Pilots

and the Terminal Manager.

The layout of the Terminal’s mooring arrangements is designed according to OCIMF “Mooring Equipment Guidelines MEG 2” in order to suit a range of LNG Carrier designs. All mooring hooks are

equipped with load sensors and are monitored with a tension monitoring system.

All head, stern, spring and breast mooring lines deployed by the LNG Carrier must be fitted with twenty-two (22) meters, single leg type synthetic mooring tails or any other suitable length as decided during the Compatibility Study Process In particular in some position in order to avoid contact between mandal or cow hitch and LNGC fairlead shorter length than 22m should be

used. 11m tails and Grommet are not acceptable by Terminal. All tails must be of same material and Similar TDBF (MBL).

The certificates for all mooring lines (and components thereof) deployed by the LNG Carrier and

their inspection data shall be made available to the Terminal Representative on request.

All LNGC mooring lines used for mooring shall be fitted with similar breaking strength and manufactured with same material.

Synthetic mooring lines shall meet the requirements of OCIMF's publication “Guidelines on the Use of Synthetic Fiber Ropes as Mooring Lines on Large Carriers.” Mooring lines and Tails Maintenance inspection and retirement shall be in compliance with OCIMF MEG latest edition requirements. (For more details regarding terminal required mooring lay out refer to confirmation list or “FSRU Toscana - LNG Carrier Approval Vetting Procedures rev 11.docx”.

4.1.1 Mooring Winches

If the LNG Carrier is fitted with self tensioning winches, those winches MUST be placed on the

manual brake.


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Where spilt drums are fitted, mooring lines must be properly reeled in accordance with OCIMF

“Mooring Equipment Guidelines.”

The LNG Carrier's mooring equipment shall be maintained in good condition so as to meet the

requirement of keeping the LNG Carrier in a proper and safe position alongside the berth at all times

Certificates and inspection data of LNG Carrier’s mooring equipment shall be made available by the

Master to the Terminal Representative on request.

4.2 STATUS OF MOORING

The safety of the moored LNG Carrier is the Master's responsibility under all circumstances. However,

to ensure safe cargo handling and to avoid damage to the Terminal, the Terminal Representative and Terminal’s deck watch personnel will periodically check the LNG Carrier's moorings, to ensure

that they are satisfactory. If they are not, the Terminal Representative will request the LNG Carrier’s

Master to adjust the moorings or take such other steps as are considered necessary. If the Master does not fulfill the Terminal Representative’s request in reasonable time or in extreme cases (i.e.

safe operation or the Terminal’s integrity is jeopardized) the Terminal Representative may suspend

the cargo discharge or take such other steps as are considered necessary.

It is the LNG Carrier Master’s responsibility to ensure that the LNG Carrier is securely moored having

due regard to the prevailing and forecasted sea and weather conditions.

The prevailing and forecasted sea and weather conditions must be monitored during the LNG Carrier’s stay alongside. Appropriate action shall be taken in advance of deteriorating weather.

Sufficient and competent personnel shall maintain a strict mooring watch to ensure that necessary

and proper adjustments are made as required to prevent slack or over taut lines and control movement of the LNG Carrier. The mooring lines’ tensions shall be carefully monitored especially

when conditions approach the environmental limits for the operations.

Note: the Terminal is equipped with a mooring tension monitoring and recording system that receives load data from each mooring hook. The set points for the tension alarms are:

• Low : 5 tonnes

• High: 40 tonnes

However, if appropriate, the alarm set points can be adjusted as per the mooring plans.

On activation of a high or low mooring tension alarm immediate action will be required to rectify the

tension of the alarmed mooring line(s).

The Terminal Representative and Terminal Manager will make decisions regarding the

commencement, continuation, or cessation of cargo operations in accordance with their assessment of the prevailing and forecasted sea and weather conditions. Any such decisions shall be made in

full consultation with the LNG Carrier’s Master who retains an independent right to order a cessation

of any cargo operation.

See: Attachment 11.7 Adverse Weather – Terminal operating Policy.

4.3 PARTIAL FILL OPERATIONS FOR MEMBRANE LNG CARRIERS

The LNG Carrier’s Master and owners are recommended to conduct a due diligence review and risk assessment prior to the LNG Carrier’s first arrival at the Terminal to confirm its capability to discharge

at the Terminal within the set operating parameters and hind-cast data.

The LNG Carrier’s owners should be guided by the LNG Carrier’s classification society and the tank system designer, with regards to limitations, operations and mitigation measures for operating at

the Terminal or if the LNG Carrier has to depart from the Terminal in a partial fill condition.

As guidance only, LNG Carrier’s Master and owners are directed to the “January 2012 Lloyd’s Register Guidance on the Operation of Membrane LNG Ship to Reduce the Risk of Damage due to Sloshing or Equivalent”

The LNG Carrier’s owners should, as a minimum, have developed a safe condition departure plan in

the event the LNG Carrier is required to depart the Terminal prior to cargo completion. Such a


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departure plan shall be required as part of the LNG Carrier pre-approval process at the Terminal.

Possible mitigation measures and considerations for inclusion in the plan include:

• Development of passage plans that consider wave directions, wave periods and fill levels of

cargo tanks,

• Constraints imposed by sea room to reduce exposure to beam sea conditions,

• Anchoring plans, and

• Internal transfer of cargo between tanks.

The LNG Carrier’s Master, the Terminal Manager and the Terminal Representative should review the most recently received weather forecasts prior to:

• Berthing and commencement of discharge

• entering a partial fill condition

In this instance, a twenty-four (24) hours look-ahead period should be considered, in order to satisfy

themselves that conditions will remain favorable for safe cargo operations without the need for

interruption or un-berthing of the LNG Carrier.


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5.0 Communication

5.1 VERBAL COMMUNICATION

All communication between the LNG Carrier and Terminal shall be in English. The Master shall advise

the Terminal prior to arrival if unable to comply, and a solution is to be agreed. Terminal will also

ensure that the LNG Carrier is provided with a HOT LINE for communication to the Terminal. The Terminal shall normally provide a PaBx Telephone Line that will enable communication via the

Ship/Terminal communication link during routine unloading operations. However, communications

between LNG Carrier and the Terminal are primarily carried out using a Terminal provided VHF radio.

Alternative communication will be via VHF radio on a pre-agreed Channel.

With references to SIGTTO Ship to Ship transfer guide ed. 2013 LNG Carrier and Terminal may

evaluate if useful to fill up the following check list, unless the required information have been already

covered :

• Checklist 1 -Pre-fixture information.

• Checklist 2 –Before operations commence.

• Checklist 3 –Before run-in and mooring.

• Checklist 4 –Before cargo transfer.

• Checklist 5 –Before unmooring.

Communication shall be confirmed on a frequent basis to verify the operation of the systems.

See: Attachment 11.3 Ship/Terminal Safety Checklist

All portable communications systems in use must be certified Intrinsically Safe and must comply

fully with applicable safety requirements.

5.2 COMMUNICATIONS LINK

The primary system utilized to establish a means of communication between the LNG Carrier and

the Terminal will be via either:

• Fiber optic link or

• Copper cable (electrical) link.

A backup pneumatic ESD link will also be available.

Depending on the LNG Carrier’s systems, one primary and the Pneumatic ESD link will be fitted and

tested in due time prior commencement of operations.

The fiber optic is utilized to transmit 4 channels of multiplexed communications between the Terminal

and the LNG Carrier, together with Terminal/LNG Carrier and LNG Carrier/Terminal ESD signaling.

The copper cable link shall also transmit all of the above, but on a dedicated pair of wires per signal.

The LNG Carrier's personnel will connect the fiber optic or electrical link and pneumatic link before

unloading arms connection starts.

The fiber optic or electrical and pneumatic link will remain connected until the unloading arms are

disconnected.

Following the disconnection of the fiber optic or electrical link, the LNG Carrier should continue to

monitor VHF Ch. 15 /18.

In the event of a failure of a communications system providing the ESD / data link, all discharge

operations shall be suspended until the fiber optic or electrical link is reestablished, or until such time that an alternative Communication/ESD system is established and agreed upon between the

LNG Carrier and the Terminal Manager and approved by the Maritime Authorities.

Prior to any LNG Carrier calling for the first time (and as part of the Compatibility Study Process),

the Terminal Operator and User will conduct a ‘LNG Carrier/Terminal Compatibility Study’. During

that survey any problems associated with communications will be identified and steps will be taken

with the LNG Carrier and its owner to ensure that an adequate and compatible communication link


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exists between LNG Carrier and Terminal

See the Cargo Handling Manual for details of the communication systems and pin configurations.

5.2.1 Communication Agreement

The Communication Agreement shall be completed and signed by the LNG Carrier Master during the pre-transfer meeting. This agreement defines the communications systems and procedures to be implemented between the LNG Carrier and the Terminal.

See: Attachment 11.5 Communication Agreement


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6.0 Access & Security

6.1 LNG CARRIER ACCESS

The LNG Carrier’s Master has the sole jurisdiction over controlling access to his LNG Carrier.

If required, the Terminal will operate its crane, properly certified for personnel transfer, as located

beside the unloading arms.

It remains the responsibility of the LNG Carrier’s Master to provide assistance on the LNG Carrier’s

main deck to enable the proper and safe access of transferred personnel.

6.2 SECURITY BERTH/LNG CARRIER ACCESS CONTROL

No person other than the pilots, customs officials, immigration officer, Ship’s Agent, Maritime

Authorities or Terminal Representative is allowed to board or disembark from an LNG Carrier until

clearance has been obtained from the Maritime Authorities having jurisdiction over the Terminal

and the LNG Carrier.

The Terminal Operator, among other things:

✓ reserves the right to request that personnel produce personal identification,

✓ reserves the right to escort to or from the LNG Carrier any visitors or persons whose conduct

may present a hazard to personnel or Terminal property,

✓ reserves the right in order to ensure that the Terminal Regulations are being observed to

board the LNG Carrier at any time with a nominated person.

✓ has the sole responsibility of controlling access to the Terminal area and the Exclusion Zone.

LNG Carrier crew personnel access to the Terminal is not permitted without prior approval from the Terminal Manager. If it is permitted, it will be exclusively with a Terminal

personnel escort.

6.3 LNG CARRIER EMERGENCY ESCAPE

The following pertains to emergency escapes:

A pilot ladder or accommodation ladder shall be rigged or positioned on the outboard side of the LNG Carrier. The accommodation ladder shall be swung outboard ready for immediate lowering in

case an emergency escape is required.

The starboard side lifeboat, if fitted and unless it can depart from a stowed position with all personnel inside, shall be lowered to the embarkation level or be ready for immediate use in case of emergency.

The Terminal Representative will review with the LNG Carrier Master during the pre-transfer meeting emergency evacuation arrangements, including reciprocal arrangements in case of the need to

evacuate the Terminal and remove the LNG Carrier from the berth.

6.4 SECURITY ISPS

All security related questions should be addressed to the Terminal Representative.

The Terminal Representative will act as “deputy port facility security officer” (DPFSO) and is

authorized to sign the "Declaration of Security" which shall be signed also by the LNG Carrier security

officer or the Master and will concur with the LNG Carrier security officer on any additional security

measures in case the LNG Carrier or Terminal is at a security level other than 1.

The LNG Carrier could be at a higher security level than the Terminal, but never at a lower level.

See: Attachment 11.10 pre-arrival ISPS Declaration of Security


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7.0 Safety

7.1 INTRODUCTION

The safety requirements have been developed based on OCIMF (ISGOTT), SIGTTO and other industry accepted standards. The LNG Carrier's personnel are responsible for the safety of the LNG

Carrier. The LNG Carrier’s Master and crew MUST take all necessary safety precautions (whether or

not so advised by the Terminal Representative), keeping in mind the hazards of LNG discharge

operations, weather conditions and any other circumstances requiring special care or caution.

7.2 REDUCED VISIBILITY

When visibility at the Terminal during offloading operations falls below 100 meters as determined by observation of a known fixed distance, the Terminal Manager and the LNG Carrier Master will jointly review the situation to ensure that the safety and integrity of the offloading operations are

not being compromised and that appropriate safety measures are in place.

The safety measures may include but are not limited to:

• Placing tugs at closer standby and

• Additional deck and berth personnel for monitoring purposes.

The LNG Carrier’s Crew and Terminal staff must not hesitate to:

• Notify immediately the Terminal Operator LNG Carrier control room of any situation that

may jeopardize the safety or integrity of the operation, and

• If required activate the ESD system,

• Report any situation that compromises the safety of the operation to the LNG Carrier’s

Master and to the Terminal Manager.

7.3 EMERGENCY PROCEDURES AND RESPONSE

In addition to LNG Carrier specific emergency procedures, the Master shall take the following actions

(from the first listed action to the last action) in the event of an emergency situation arising on the

LNG Carrier or the Terminal:

• Sound a continuous blast on the whistle

• Sound the general alarm

• Stop all cargo transfer and prepare to disconnect unloading arms

• Inform the Terminal Representative

• Initiate the LNG Carrier's emergency response procedure

• Inform the Maritime Authorities on [VHF channel [ ]]

• If necessary, request mobilization of the tugs’ firefighting capability (the Terminal will be responsible for informing all relevant functions within OLT and will arrange Guardian Vessel

mobilization and for the Terminal’s firefighting capability to be mobilized as required)

• Coordinate the fire fighting operations onboard and direct the use of official emergency

teams

If the fire cannot be controlled or contained or if the Terminal installation is seriously endangered,

the Master and the Terminal Manager shall confer and determine the necessity of removing the LNG Carrier from the berth. Upon notification of any incident associated with the LNG Carrier, communications will be established between the Terminal Manager, the LNG CARRIER Master and

Maritime Authorities to determine the appropriate response.

The following incidents may potentially occur while the LNG Carrier is alongside the facility (Non

exhaustive list):

• Fire/explosion

• Pollution

• Uncontrolled release of LNG or LNG vapour

• Man Overboard


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• LNG Carrier out of position

• LNG Carrier related incidents, including, mechanical failure affecting cargo operations,

accident/medical emergency, power failure and failure of ship’s moorings

The primary considerations are the safety of personnel and the protection of the integrity of the Terminal and the LNG Carrier. Quick response is essential in these situations and could require

towing the LNG Carrier away from the Terminal.

For details on immediate specific actions to be taken:

See: Attachment 11.11 Emergency Response Actions

Subsequent actions to be taken will depend on how the particular incident develops. It may become

necessary for the LNG Carrier to implement the OLT Crisis Management Plan if a ‘crisis’ (as defined

therein) develops.

See: Attachment 11.17 OLT Crisis Management Plan

7.4 EMERGENCY MOORING RELEASE

The Terminal is fitted with a central emergency remote mooring hook release system.

The emergency remote mooring hook release system will be activated only in the case of an extreme emergency which places either the LNG Carrier or the Terminal at extreme risk. The emergency

remote mooring hook release system may be activated from either the Terminal’s control room or

unloading arms cabin.

The LNG Carrier will only be released from the Terminal after consultation (if possible in the

circumstances) with the LNG Carrier’s Master, and upon agreement that the LNG Carrier shall

maneuver away from the Terminal. In the event of an extreme emergency, the Terminal may activate the emergency mooring hook release system without consultation with the LNG Carrier’s

Master.

7.5 FIRE PREVENTION

Industry Standard practices and fire prevention measures shall be adhered to consistent with the

Ship/Terminal Safety Checklist, including the following:

• the LNG Carrier’s fire control, safety plan and crew list must be posted adjacent to the

starboard side pilot ladder/accommodation ladder and the accommodation entrance

• the LNG Carrier’s water spray system must be available for use at all times

• the LNG Carrier’s fire main system must be pressurized at all times

• all of the LNG Carrier’s fire hoses shall be fitted with jet/spray branches to be available at each cargo tank dome area and at the cargo manifold area and shall be connected to the

LNG Carrier’s fire main system, of sufficient length, and ready for immediate use

• the LNG Carrier’s portable dry powder fire extinguishers must be placed in an accessible

place near the manifold area in operation

• the LNG Carrier’s fixed dry powder system must be ready for immediate use, with control

boxes opened for access

• all of the LNG Carrier’s external doors, windows and portholes must remain closed

• the LNG Carrier’s air conditioning and ventilator intakes likely to draw in air from the cargo area must be closed (however, air conditioning must be maintained on partial recirculation

in order to maintain a positive pressure in the accommodation)

• the LNG Carrier’s window type air conditioners must be disconnected from their power supply

• the use of LNG Carrier’s radio installation is only authorized for receiving purposes

• the LNG Carrier’s main transmitting aerials must be disconnected and earthed while

unloading arms are connected to the LNG Carrier

• the use of the LNG Carrier’s RADAR during cargo handling operations is prohibited

• portable and fixed electric and electronic devices and equipment used in the LNG Carrier’s hazardous areas must be of approved type for such areas (for example EX) and satisfactorily


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maintained so as to ensure that their original certificates are not jeopardized

• the use of Naked Lights is strictly prohibited

• smoking in the berth area is strictly prohibited and smoking on board the LNG Carrier is only authorized in the designated smoking areas, unless previously agreed upon during the pre-transfer meeting

• smoking and nonsmoking signs shall be displayed on board the LNG Carrier on arrival under the Master’s authority

• hot work including hammering, chipping, and operations involving the use of any power tools are prohibited on board the LNG Carrier

• the use of mobile telephones and pagers is prohibited either within the Terminal or the LNG Carrier’s hazardous areas, unless of an approved type (non approved types must be switched off throughout)

• mobile telephones and pagers may be used on board the LNG Carrier inside the accommodation area and with the Master’s permission

In addition, the LNG Carrier shall maintain a fire watch system, which includes routine monitoring

of spaces and areas not continuously manned.

7.6 EMERGENCY TOWING LINES

The LNG Carrier is to deploy “Emergency towing off pendants” (wire or approved synthetic

material)on its offshore (starboard) bow and quarter, which shall be maintained at a height of

approximately 3 meters above sea level at all times, and shall be rigged consistent with the

recommendations found in OCIMF’s “Mooring Equipment Guidelines”.

7.7 PERSONAL PROTECTIVE EQUIPMENT

It remains the LNG Carrier’s Master’s responsibility to ensure that his crew wear appropriate personal

protective equipment at all times on the LNG Carrier while it is located in the Exclusion Zone.


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8.0 State of Readiness

8.1 STABILITY/DRAFT/TRIM

To enable safe cargo handling operations and emergency un-berthing, the Master is required to

maintain appropriate draft, trim and list, and to retain sufficient positive stability, propeller and

rudder immersion.

The maximum trim permitted is 1.0 meters by the stern, but always compatible with the unloading

arms working envelope. Deviation from max allowed trim shall be discussed and agreed during

compatibility process.

All LNG Carriers must conduct LNG cargo discharge and ballast operations simultaneously to

minimize the exposed wind area of the LNG Carrier while moored.

NOTE: for custody transfer measurement the LNG Carrier is requested to arrive at the Terminal on even keel and upright. Such condition, if feasible, to be maintained also for

cargo operation completion.

In case LNG carrier intends to perform Heel Out, the following points shall be strictly followed and

accepted by LNGC:

Max acceptable trim astern 1m.

Max extra time acceptable for terminal 3 hours (extra time is to be intended as the time exceeding

the normal discharge of the cargo of the relevant vessel, even if still within the discharge lay time ).

Terminal shall be informed in advance regarding the expected draft necessary for heel out.

Mid ship draft and manifold elevation at ballast departure shall be in compliance with the ones declared in the compatibility process.

Terminal representative on board shall be informed during pre-discharge meeting about the

procedure, draft and manifold elevation. Terminal representative on board LNGC reserves the right to prevent or interrupt heel out operation

at any time at his sole discretion for safety and /or technical/operational reason.

The acceptance can be given only when Terminal has a clear vision of met ocean forecast and

considering the extension of time for discharging operation due to heel out (i.e. not sufficient time

to unberth the LNGC , disconnect targeting spool pieces, redeliver the same to escort tug and

remove fenders from terminal everything in safe condition).

8.1.1 SPECIAL CARGO CONDITION WHEN A LNGC CAN NOT COMPLY WITH MAX ADMISSIBLE MANIFOLDS ELEVATION DEPARTURE BALLAST CONDITION REQUESTED BY TERMINAL

In case a vessel manifold elevation at ballast draft cannot comply with Terminal max acceptance

requirement of at least 22.7m, special conditions can be evaluated by terminal in order to accept

the relevant vessel.

In particular the vessel concerned shall retain more heel on board in order to increase the draft

and lower the manifold elevation, as explained below and provided that the following special

acceptance conditions are accepted, confirmed and fulfilled by the vessel owner and/or operator

on behalf of terminal user concerned.

In order to lower manifold elevation at departure ballast condition, vessel shall retain more heel

on board. Considering the max cargo that vessel can retain onboard, the retained heel shall fall

within the vessel’s low operative sloshing limit.

The calculation to verify the fulfilment of the vessel manifold elevation shall be done under the

following cumulative conditions:

(i) the minimum consumable that vessel can retain on board as per trim and stability

booklet or company procedure (water, gasoil, full oil etc…);

(ii) the lightest LNG to be discharged which is admitted to the Terminal as per

Terminal manual;


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(iii) max trim 1m;

(iv) max heel considering low sloshing limit.

With regards to the above-conditions, please note that the following mandatory rules shall apply:

- Quantity of heel to retain on board shall be at any time no less of the quantity declared in the calculation expressed in liquid cubic meter.

- The actual consumable on board shall be immaterial for the calculation; calculation shall

always consider the minimum permitted quantity of consumables on board in accordance to a most-conservative approach; as consequence the actual quantity of consumable on the vessel shall never be considered..

- The vessel owner, operator of the LNGC and Terminal user concerned accept all risks at their own cumulative responsibility in case the ship concerned, once moored, does not respect the manifold elevation limits and, in particular, it shall also be responsible to

verify the calculation made by the Terminal in order to ensure that the elevation limit requirement is actually fulfilled by the vessel.

- The Terminal saves the right to check the required conditions from time to time also through vessel inspection (possibly once the vessel is nominated for discharge compatibility may be re-checked at any time).vessel owner provided to terminal the

hydrostatic tables with specific references to TPC (Tonnage per centimeters table)

- The Terminal also reserves the possibility to stop loading operation and unberth the

vessel every time it is reasonably convinced that the conditions of the draft are not

respected or that there is any possibility that they are not met by the end of discharge.

Under the above conditions a vessel can fulfil the manifold elevation requirement, remaining

however understood that:

(i) The Terminal shall always be entitled to refuse the ship concerned if, at its sole and

undisputable discretion, it deems that there is any risk associated to the vessel discharge

operation, regardless of the calculation performed showing that the manifold elevation

requirement is met.

(ii) It is an obligation of the shipowner/operator to inform the Terminal user that the vessel

is declared pre-accepted under such special conditions.

(iii) during the compatibility process a declaration can be requested by the Terminal to

confirm acceptances and fulfilment of such special conditions.


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(iv) It is responsibility of Terminal user as well as of the shipowner/operator calling at the

Terminal to ensure that every time the ship is chosen to discharge at the OLT Terminal all

the above conditions are permanently fulfilled by the vessel concerned over the entire

mooring and unmooring procedure. Vessel owner, operator and user concerned remain all

cumulatively responsible for the accuracy, correctness and completeness of the data used

by the Terminal operator for the calculation.

Based on the above, once accepted, the vessel concerned will be declared pre-accepted under

special Cargo conditions and it will be listed in the pre-accepted vessels list under a separate and

dedicated sheet showing the conditions to be met by the same vessel for terminal acceptance. The

publication of such information does not exempt the vessel owner or operator to inform the terminal

user concerned about the actual acceptance conditions.

8.2 DEFECTS AND DEFICIENCIES

Any defect or deficiency occurring in the LNG Carrier’s manning, propulsion, LNG Carrier Cargo

Equipment or other control systems or equipment during the LNG Carrier’s stay at the Terminal must

be immediately reported to the Terminal Representative.

8.3 REPAIRS AND MAINTENANCE

Prior authorization from the Maritime Authorities and the Terminal Manager (72 hours before arriving

at the Terminal) is required for:

• Any hot work

• Enclosed space entry

• Repairs and maintenance that may temporarily reduce the LNG Carrier’s fire fighting

capability, readiness to maneuver or safety systems.

Such exceptional authorization will not be granted during cargo handling operations. It will only be

considered where unavoidable repair / breakdown occurs and may be conditional on the Master ensuring that sufficient Tugs to move the LNG Carrier are in place, as a contingency measure if so

required.

The Master shall advise the Terminal Operator of any intended maintenance planned during the LNG

Carrier's stay at the Terminal.

8.4 CREW PREPAREDNESS READINESS

At all times sufficient Crew must be ready on board the LNG Carrier to ensure that the correct level

of personnel is available to respond to any emergency situation that may occur, including emergency

un-berthing.

ANY REPAIR OR MAINTENANCE WORK (EITHER COLD OR HOT) THAT COULD IMPAIR THE SAFETY OF THE CARGO HANDLING OPERATIONS OR THE MANEUVERABILITY OF THE LNG CARRIER ARE STRICTLY PROHIBITED UNLESS THE MASTER HAS OBTAINED PRIOR WRITTEN PERMISSION AND A PERMIT TO WORK FROM THE MARITIME AUTHORITIES AND THE

TERMINAL MANAGER.


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8.5 ENGINE READINESS

Boilers, main engines, steering machinery and other equipment essential for maneuvering must be

maintained ready for operations so as to enable the LNG Carrier to be un-berthed under her own

engine power on short notice in case of emergency.

The LNG Carrier shall not be operated in unmanned machinery space mode at any time while

alongside the Terminal or when navigating in the Exclusion Zone.

8.6 ENGINE SAFETY

The Terminal will give formal permission to the LNG Carrier to remove the seal as soon as the

unloading arms are disconnected and clear of the LNG Carrier.

TO PREVENT INADVERTENT OPERATION OF THE LNG CARRIER’S MAIN ENGINE WHILE THE

UNLOADING ARMS ARE CONNECTED, THE TERMINAL WILL REQUEST THAT MAIN TURBINE STEAM INLET V/V SHALL BE CLOSED AND SECURED BY MEANS OF TURNING GEAR ENGAGED, AFTER THE ALL FAST DECLARATION BY THE LNG CARRIER MASTER AND PRIOR TO STARTING TO CONNECT THE UNLOADING ARMS.

THE LNG CARRIER MASTER SHALL ENSURE THAT THE ENGINE IS SUFFICIENTLY WARMED UP AND READY FOR A FULL RANGE OF OPERATIONS BEFORE UNMOORING OPERATIONS ARE COMMENCED. AUTO SPIN IS TO BE OFF AND THE TURNING GEAR ENGAGED UNTIL UNLOADING ARMS ARE DISCONNECTED. IT IS THE LNG CARRIER MASTER’S RESPONSIBILITY TO ADVISE THE PILOT IF THERE ARE ANY LIMITATIONS ON THE RANGE OF USE OF THE LNG CARRIER’S MAIN PROPULSION.


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9.0 Pollution Avoidance

9.1 INTRODUCTION

The LNG Carrier’s Master is responsible for preventing any kind of pollution from LNG Carrier. This

includes bunkers, LNG, bilge water, sewage, dirty ballast, plastics, garbage, or any other matter that

results in the pollution of the sea or atmosphere. The Master must ensure that all applicable International Convention for the Prevention of Pollution from Ships (MARPOL) and Italian laws and

regulations are observed.

The LNG Carrier must have in place a Shipboard Oil Pollution Emergency Plan (SOPEP) approved by the flag state and have records to substantiate that the Crew has received training in responding to

emergency situations.

Any fines imposed for such pollution are for the LNG Carrier's account.

9.2 LEAKS AND POLLUTION PREVENTION

The LNG Carrier's Crew shall maintain a vigilant lookout to prevent and/or detect leaks or spillage

during cargo handling operations.

Unloading arm connections to the LNG Carrier will be leak tested with the Terminal nitrogen supply

prior to the commencement of cargo off-loading operations. The pressure used for this leak test will

be agreed upon between the LNG Carrier’s Master and the Terminal Representative and will be dependent upon the maximum expected operating pressure for the planned operation. The

maximum/minimum allowed pressure in the unloading arm will be detailed in the Cargo Handling

Agreement, in the form attached and duly signed by the authorized representative of the Master and

the Terminal Representative.

See: Attachment 11.4 Cargo Handling Agreement

Any unused LNG Carrier cargo and bunker connections must remain tightly closed and blanked.

While alongside the Terminal, the internal transfer of bunkers is not permitted.

Deck scuppers, drain holes, and drip trays on the LNG Carrier within the vicinity of any potential

pollution area must be suitably plugged and any accumulated water or effluent drained off as

required.

9.2.1 Discharging Material Overboard

It is strictly prohibited to throw any material, papers, waste or goods either solid or fluid overboard.

9.2.2 Gas Freeing

Gas freeing of any of the LNG Carrier’s tanks to the atmosphere is strictly prohibited in the Exclusion

Zone.

9.2.3 Venting

Venting cargo vapor to the atmosphere is not permitted. The Master shall report all incidents of

cargo vapor venting to the Terminal and take all necessary action to prevent accidental venting.

In the event of an emergency situation during which venting occurs, cargo handling operations will

be immediately stopped.

9.2.4 Bilge and Sewage Discharge

The discharge of bilge and sewage effluents, oil, or any mixture containing oil to the sea is strictly prohibited. Bilge overboard valves shall be visibly locked and sealed shut. The list of locked sealed valves is to be forwarded to the Terminal Representative.

9.2.5 Ballast Discharge


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In accordance with the Maritime Safety Regulations and Italian laws and regulations,

only clean segregated ballast may be discharged from the LNG Carrier when at the Terminal. A copy of the IMO ballast report shall be forwarded to the Terminal Representative.

9.2.6 Air Emission

An LNG Carrier while inside the Exclusion Zone or moored at the Terminal must ensure air emissions are in compliance with European Union Directive 2005/33/EC.

9.2.7 Excessive Smoke

Excessive smoke emissions from the LNG Carrier's funnel and soot blowing are strictly prohibited.

The Terminal Operator shall immediately report to Maritime Authorities any infringement.

9.3 ACTION IN EVENT OF POLLUTION

In the event of pollution from the LNG Carrier, immediate notification MUST be given by the LNG

Carrier Master to the Terminal Representative, the Maritime Authorities, OLT and to the Terminal

Manager who will initiate the Terminal SOPEP Plan.

This does not relieve the LNG Carrier Master of his or her responsibility to activate the LNG Carrier

emergency response plans and procedures.

In the event of infringements to pollution prevention rules, at the Terminal Operator’s option, the

LNG Carrier may be rejected until appropriate actions are taken by the LNG Carrier in order to avoid

any further risk of pollution.

9.3.1 LNG Leakage

In the event of LNG leakage (including vapor release), the LNG Carrier’s Crew shall immediately stop

cargo transfer or activate the ESD system, as appropriate.

If a gas cloud forms and threatens the Terminal, the remote controlled water monitors and other

water spray systems shall be used by the Terminal to control the gas cloud. If necessary, the

Terminal personnel will be evacuated.

Operations may resume only when the cause of the leakage is definitely established and is

completely secured so that it cannot recur.

In the event that LNG leakage occurs on the Terminal and/or unloading arms, the Terminal shall

immediately request the LNG Carrier to stop cargo transfer or will activate the ESD system, as

appropriate.

If the LNG leak endangers the LNG Carrier's structure, the water monitors on the standby Tugs and

the Terminal shall assist in preventing sub cooling of the non-cryogenic structures of the LNG Carrier.

The LNG Carrier is required to maintain a water curtain at shipside in the unloading arms’ area

throughout the periods when the unloading arms are connected.

SPECIAL PROVISION: WHEN ENTERING WITHIN EIGHT MILES DISTANT FROM THE TERMINAL, PROPULSION AND ENERGY GENERATION SYSTEMS ON BOARD THE LNG

CARRIER MUST USE ONLY BOIL OFF GAS AS FUEL; THIS IS APPLICABLE BOTH WHEN NAVIGATING AND WHEN ALONGSIDE THE TERMINAL. EXCEPTIONS ARE POSSIBLE ONLY FOR SAFETY, EMERGENCY, TECHNICAL FUNCTIONALITY OF LNG CARRIER EQUIPMENT AND / OR WITH SPECIFIC AUTHORIZATION FROM THE MARITIME

AUTHORITIES.


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10.0 Cargo Operations

10.1 CARGO HANDLING AGREEMENT

The procedures for the intended cargo handling must be preplanned, discussed and agreed upon in writing using the attached form by the Terminal Representative and the LNG Carrier’s Master prior

to the commencement of operations.

See: Attachment 11.4 Cargo Handling Agreement

10.2 CONTROL AND SUPERVISION OF OPERATIONS

The LNG Carrier cargo control room shall be manned at all times and under the control of a competent officer.

The person(s) so appointed shall maintain communications with the Terminal Operator.

An efficient deck watch shall be maintained so that the mooring lines, tank deck and manifold are under constant observation.

10.3 LNG CARRIER / TERMINAL PRE-TRANSFER MEETING

Before the start of transfer operations, a “pre-transfer meeting” will be held onboard the LNG

Carrier, in compliance with the Maritime Safety Regulations and the Cargo Handling Manual.

The Terminal Representative will coordinate this meeting.

ATTACHMENTS IN AGREEMENT WITH

ATTACHMENT 11.3 SHIP/TERMINAL

SAFETY CHECKLIST LNG Carrier/Terminal

ATTACHMENT 11.4 CARGO HANDLING

AGREEMENT LNG Carrier/Terminal

ATTACHMENT 11.12 MASTER’S LETTER

OF ACKNOWLEDGEMENT LNG Carrier/Terminal

ATTACHMENT 11.5 COMMUNICATION

AGREEMENT LNG Carrier/Terminal

ATTACHMENT 11.6 EMERGENCY

CONTACTS AND SIGNALS LNG Carrier/Terminal

ATTACHMENT 11.10 ISPS

DECLARATION OF SECURITY LNG Carrier/Terminal

NOTE: a fully completed and signed copy of the ‘Ship/Terminal Safety

Checklist’ shall be forwarded to the Maritime Authorities before cargo

operations commence.

The designated responsible person(s) appointed by the LNG CARRIER Master to supervise the cargo

handling operations on board the LNG Carrier shall attend this meeting representing the LNG Carrier.

The foregoing forms (provided as attachments to this document) will be given by the Terminal Operator to the LNG Carrier. These forms will be discussed, completed and agreed upon by LNG

Carrier Master and the Terminal Representative during this meeting.

The purpose of this meeting is to ensure that all aspects of unloading and associated activities are

clearly understood and documented using the Terminal pre-transfer meeting agenda.


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The agenda for this meeting shall include the following:

• confirmation of pre-arrival safety checks

• mooring requirements and checks

• status of cargo tanks on arrival (temperature and pressure)

• custody transfer and CTMS status

• connection and disconnection of unloading arms

• testing of ESD system

• unloading arms cool-down procedures

• unloading arms working envelope requirements and limitation

• unloading procedures and schedule

• LNG Carrier cargo heel requirements and stripping requirements

• partial fill requirements and duration cargo tanks will be in this condition

• ballasting and draft requirements

• weather forecast update

• communications with Terminal Operator

• work permit requirements

• Tugs

• Guardian Vessel duties

• emergency procedures, including unmooring operations and evacuation plans

• ESD

• security arrangements

• no smoking areas

10.4 EMERGENCY SHUTDOWN

Justifications for activating an ESD include any emergency situations such as:

• fire

• explosion

• LNG leakage or spillage

• mooring failure

• failure of strategic equipment

• any other event likely to endanger the Terminal, LNG Carrier, or their equipment or

personnel or the environment

The Terminal Representative may direct the LNG Carrier to stop cargo operations and to prepare for emergency unloading arm and LNG Carrier release.

The goal of the ESD system is to prevent or minimize damage to personnel, property, and the

environment.

10.5 ESD

To minimize the potential hazard of an LNG release, the LNG transfer system is protected by three

emergency shutdown steps: ESD0, ESD1 and ESD2.

ESD 0

ESD 0 allows the rapid shutdown of the Terminal’s compressors and master gas valves, and initiates

the ESD1 procedure.

ESD 1

ESD 1 allows in a controlled way shutdown of the LNG Carrier's transfer pumps operation during an emergency and closure of the Terminal and LNG Carrier’s isolation shutdown valves.

ESD 2 ESD 2 automatically uncouples the unloading arms when the arms are overextended. This emergency situation (e.g. potential loading arm failure) generally occurs due to the LNG Carrier moving outside the design envelope of the unloading arms.


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After an incident, a joint investigation of the incident and a survey of the LNG Carrier may be

carried out by the LNG Carrier’s Master, the Terminal Representative, the Terminal Manager, Maritime Authorities and Terminal Operator’s designated personnel.

Reference: See Cargo Handling Manual

10.6 RESUMPTION OF OPERATIONS

When an emergency is over and the situation is secure, the initiator of the ESD should notify all

stations accordingly and operations shall be resumed only when safe to do so and authorized by

Maritime Authorities. Details of the occurrence shall be entered on the ‘Emergency Shutdown Report’

form, and the cause is to be investigated.

In some cases the LNG Carrier may be required to leave the Terminal.

See: Attachment 11.8 Emergency Shutdown Report form

OPERATIONS MAY NOT RESUME UNTIL IT IS DETERMINED THAT IS SAFE TO DO SO. OPERATIONS

MAY RESUME ONLY WITH THE MARITIME AUTHORITIES’ PERMISSION AND WITH THE TERMINAL

MANAGER’S AND LNG CARRIER’S MASTER’S AGREEMENT AS DOCUMENTED ON THE EMERGENCY

SHUTDOWN REPORT.

10.7 LIQUID AND VAPOR ARMS CONNECTION (1)

LNG unloading will normally be carried out through three liquid unloading arms and one vapor return arm on the berth, unless previously agreed upon between the LNG Carrier Master and the Terminal

Representative during the pre-transfer meeting.

The connection assistance system (Targeting Spool Pieces with guiding cones) should be embarked

onboard the LNG Carrier when the Terminal Representative joins the LNG Carrier.

Reference: see Cargo Handling Manual

The LNG Carrier shall provide personnel for the preparation of the unloading arm connection assistance system under the coordination of the Terminal Representative, including their connection

of Spool Pieces to the LNG Carrier’s manifolds.

The Master shall ensure that the LNG Carrier’s manifolds are ready for connection immediately after completion of berthing and that the LNG Carrier’s manifold water curtain is ready to be started

immediately after the completion of unloading arms connection.

To allow use of the cable guided connection system and avoid interference with the unloading arm, the LNG Carrier’s manifold handrail should be lowered or removed prior to unloading arm connection and shall be reinstalled after disconnection.

The liquid unloading arms and the vapor return arm will be connected by the Terminal Operator

upon the LNG Carrier’s confirmation of readiness and after the Terminal Operator is satisfied that

the LNG Carrier is in compliance with the requirements of the ‘LNG Carrier/Terminal Safety

Checklist’.

After connection, the Terminal will purge the liquid and vapor arms with nitrogen (O2 Content < 2%

By Volume).

Reference: see the Cargo Handling Manual, and pub. SIGTTO ‘’ LNG transfer Arms and manifold

draining, Purging and Disconnection Procedure.

(1) LNG Carrier’s manifold must be in compliance with OCIMF ‘Manifold Recommendation for Liquefied Gas Carriers’.


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10.8 CARGO MEASUREMENTS

The LNG Carrier’s Master shall ensure that the cargo measurements are conducted in compliance

with the “Terminal LNG Measurement Manual" provided by the Terminal Operator.

The LNG Carrier’s custody transfer measurement system shall be in compliance with the

requirements of the Terminal LNG Measurement Manual, including:

• calibration of LNG tanks

• tank gauge approval and accuracy

• liquid level gauging device accuracy, both primary and auxiliary systems for offshore use

• temperature gauging devices

• pressure gauging devices

The Terminal Representative will be present and witness LNG measurement at the start and end of

transfer operations.

The Terminal Operator reserves the right to place a certified cargo surveyor on board the

LNG Carrier.

Cargo surveyor shall be informed by LNGC (paper can be sent through LNGC agent to cargo

surveyor before joining on board) about the procedure and risk evaluation during transfer by

mean of pilot ladder/ combination ladder.

10.9 UNLOADING RATES

The Master and the Terminal Representative shall agree on the maximum transfer rate at the pre-

transfer meeting. The agreed transfer rate shall be noted in the cargo handling agreement. The LNG Carrier Master and Terminal Operator will monitor the transfer rates and the discharge pressure at

Terminal’s loading headers throughout all stages of cargo operations.

The Terminal Operator may request a reduction in transfer rates before changing tanks or at any time during the off-loading operations. The agreed upon normal standby notice period will be

observed for normal rate reduction requests.

10.10 MAXIMUM LNG CARGO TANK VAPOR PRESSURE

The LNG Carrier’s Master shall make all reasonable efforts to limit the vapor pressure in the cargo

tanks to 140 mbar(g).

The LNG cargo will not be considered to be off-specification LNG due solely to the cargo tank

vapor pressure being above 140 mbar(g); however, the Terminal Operator may, in its sole

discretion: (i) declare the LNG Carrier to be not ready for unloading

(ii) stop or delay the commencement of discharge of LNG until the vapor pressure is reduced

below this limit

(iii) stop the LNG vapor transfer

(iv) increase the discharge rate if feasible and safe for the Terminal and LNG Carrier

10.11 LIQUID AND VAPOR ARMS DISCONNECTION

The liquid unloading and vapor return arms will be drained to be free of LNG and purged with nitrogen

(hydrocarbon content < 2% by volume) by the Terminal Operator prior to disconnection.

The LNG Carrier’s Master shall ensure that the LNG Carrier’s manifolds and cargo lines are ready for draining, purging, and disconnecting operations.


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The liquid unloading and vapor return arms will be disconnected and stowed one by one by the

Terminal Operator. The LNG Carrier’s crew shall provide assistance during arm draining/purging and disconnection. The LNG Carrier Master shall ensure that steps are taken to prevent inadvertent operation of the LNG Carrier’s ESD/ manifold valves that may result in a release of LNG or vapor through the manifold at the time of disconnection. The LNG Carrier’s crew should remain at a safe distance from the unloading arms while they are being maneuvered by the Terminal Operator. To allow use of the cable guided connection system and avoid interference with the unloading arm, the

LNG Carrier manifold handrail shall be lowered or removed prior to disconnection of the unloading arms.

After unmooring the Spool Pieces shall be disconnected by the LNG Carrier’s crew from the LNG Carrier manifold and lowered to an approved Terminal support vessel or onboard the Terminal as instructed by the Terminal Representative.

Reference: see the Cargo Handling Manual, and pub. SIGTTO ‘’ LNG transfer Arms and manifold

draining, Purging and Disconnection Procedure.

10.12 SHIP / SHORE POST-TRANSFER MEETING

A post transfer meeting will be held on the LNG Carrier, in compliance with the Maritime Safety Regulations and the Cargo Handling Manual.

The Terminal Representative will coordinate this meeting.

The designated responsible person(s) appointed by the LNG Carrier’s Master to supervise the cargo handling operations on board the LNG Carrier shall attend this meeting.

During this meeting the Terminal Representative will discuss with the LNG Carrier Master any observations, concerns or issues that should be addressed by the LNG Carrier prior to its return to the Terminal.


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11. Conditions of Use and Appendices

CONDITIONS OF USE

1 Acceptance of LNG Carrier

All LNG Carriers calling at the Terminal are first subject to acceptance by OLT and must be in compliance with International Standards (which means the standards and practices from time to time in force applicable to the ownership, design, equipment, operation or maintenance of LNG Carriers established by the rules of a classification society (within the International Association of Classification Societies (IACS) or as may otherwise be acceptable to OLT), the conventions, rules,

guidelines and regulations laid down by the International Maritime Organization (IMO), the Oil Companies International Marine Forum (OCIMF), International Group of Liquefied Natural Gas Importers (GIIGNL), Society of International Gas Carriers and Terminal Operators (SIGTTO) (or

any successor body of the same) and any other internationally recognized agency or organization with whose standards and practices it is customary for international operators of such vessels or terminals to comply, including holding a valid operational OCIMF Ship Inspection Reporting system (SIRE) certificate) and must satisfy the Terminal’s

• vetting requirements (Reference: see the Approval & Vetting Procedures)

• berth compatibility requirements

• insurance liability requirements

OLT’s decision whether to allow an LNG Carrier to berth at the Terminal may also depend upon any

of the prevailing or forecasted sea and weather conditions, as well as the size, trim, and handling

qualities of the LNG Carrier.

Should an LNG Carrier be rejected or delayed by OLT for any reason, OLT will supply the LNG

Carrier’s Master or the Ship’s Agent with written reasons for the rejection or delay.

The Terminal Manager is authorized by OLT to determine the continued eligibility of an LNG Carrier

to remain at the Terminal.

OLT reserves the right at all times to direct an LNG Carrier to leave the Terminal if the Terminal Representative or Terminal Manager determines that the continued presence of the LNG Carrier

poses a threat to the Terminal, safety or the environment. In such circumstances, where possible

the LNG Carrier’s Master will first be consulted.

In case any LNG Carrier calling at the Terminal does not comply with the International Standards,

as above stated and any Terminal-specific criteria, that LNG Carrier will, prior to its approval, be

subject by OLT to a “Non-Standard Compatibility Process”. This Non-Standard Compatibility Process will be specifically tailored for the individual LNG Carrier and may include, for guidance only,

a dedicated study of the unloading arms connection, mooring analysis, hydrodynamics etc. Time to

perform such Non-Standard Compatibility Process may vary on a case-by-case basis. All costs in

performing said Non-Standard Compatibility Process to be for User’s account.

Reference: see the Approval & Vetting Procedures sec. 6.1

2. Master’s Responsibility

The Master of an LNG Carrier calling at the Terminal is solely responsible on behalf of its owners,

operators or charterers for the safe navigation and operation of their LNG Carrier.

Nothing contained in the Terminal Regulations relieves a Master of his responsibilities including

taking precautions to prevent:

• fire / LNG release

• tank over pressurization or vacuum

• environmental pollution

• damage to the Terminal, including


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o damage to the mooring and fendering system

o damage to the unloading arms system

The Master remains at all times fully responsible for the LNG Carrier and for its complement,

including crew and any supernumeraries.

Neither the Terminal nor OLT (including its servants, agents and contractors) shall in any way be responsible for the availability, provision, performance or operation of Tugs or other support vessels

contracted by or on behalf of the LNG Carrier.

3. Agency

OLT, the Terminal and its personnel do not perform any LNG Carrier agency functions.

The LNG Carrier’s owner or the LNG Carrier Operator must arrange for a Ship’s Agent or any other local agency services. It is recognized that a representative of the agency may need to board or be

onboard the LNG Carrier.

4. Government Officials

It is recognized that Italian government officials may need to attend onboard the LNG Carrier within

the Exclusion Zone and that these may include:

• Customs Officer Immigration Officer

• Maritime Authorities’ representative / Coast Guard

The LNG Carrier or the Ship’s Agent should advise the Terminal when such need arises.

5. Anti Pollution

It is the responsibility of the LNG Carrier’s Master to prevent pollution and to ensure that the LNG

Carrier complies with all applicable laws and regulations in relation to cargo, bunkers, bilge water, sewage, dirty ballast, plastics, garbage, or any other materials that may cause pollution of the sea

or atmosphere.

The LNG Carrier must have in place a Shipboard Oil Pollution Emergency Plan (SOPEP) approved by its flag state and have records to substantiate that the personnel onboard have received training

and are proficient in responding to emergency situations.

Any fines imposed by any administration or government for pollution arising from or caused by the LNG Carrier or for which the LNG Carrier is liable for under any applicable law, shall be for the

account of and remain with the LNG Carrier (including its owner, operator, manager or Master).

6. Terminal hours of operation

Subject to the prevailing and expected sea and weather conditions, and at the full discretion of the

Terminal Manager, OLT and the Harbor Master:

• berthing of LNG Carriers at the Terminal is restricted to daylight hours only, save if permitted

otherwise by the Maritime Authorities

• off-loading operations at the Terminal from LNG Carriers may be conducted at any hour of

the day or night

• un-berthing of LNG Carriers from the Terminal may be conducted at any hour of the day or

night

Note: the above may also be subject to the availability of Pilot(s) and support vessels to assist the

LNG Carrier, save where permitted otherwise by the Maritime Authorities.


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7. Marine Terminal Closure

Any decision regarding the opening and closing of the Terminal, due to adverse prevailing or

expected sea or weather conditions or for any other operational reason, is made solely at the

discretion of the Terminal Manager. If the Terminal is closed, OLT that will subsequently provide a

waiting LNG Carrier with a written notice of the times during which the Terminal was closed.

LNG Carriers required to leave the Terminal or the Exclusion Zone during periods of closure must

maintain contact with the Terminal via VHF so as to be ready and available when the Terminal

reopens.

Neither the Terminal nor OLT (including its servants, agents and contractors) shall in any way be

liable for any costs incurred as a result of delay, suspension or refusal to permit cargo operations in

relation to this article 7.

8. Pilotage

All berthing, mooring, and unmooring operations within the Exclusion Zone are to be conducted with

the Maritime Authorities’ approved Pilot(s) onboard, except in emergency situations or when the

absence of a Pilot is permitted by the Maritime Authorities.

Notwithstanding the presence of a Pilot, the Master always remains in command of the LNG Carrier

and responsible for its safe navigation and operation.

Neither the Terminal nor OLT (including its servants, agents and contractors) shall in any way be

responsible for the availability, provision or performance of Pilots.

9. Drugs and Alcohol

As part of the prequalification requirements before the LNG Carrier is permitted to call at the

Terminal, the owners or operators of the LNG Carrier must have in place an effective drug and

alcohol abuse policy, a copy of which must be posted onboard.

This drug and alcohol abuse policy must meet or exceed the standards specified in the OCIMF

‘Guidelines for the Control of Drugs and Alcohol Onboard LNG Carrier’.

Whilst the LNG Carrier is within the Exclusion Zone, this drug and alcohol abuse policy must be

strictly observed and the LNG Carrier’s Master must ensure that no restricted drugs (other than

those in the medical locker) are onboard and that no alcohol is used or is available for use.

Note: the LNG Carrier’s crew is reminded that they must have a zero blood alcohol level

10. Visitors attending the LNG Carrier

The LNG Carrier (including its owners, operator or Master) shall be responsible for ensuring that all

visitors attending within the Exclusion Zone, including representatives of Users, Maritime Authorities, independent surveyors and Ship’s Agents, fully comply with the Terminal Regulations and other procedures.

It is not possible to use Terminal dedicated tugs and crew boat in case the LNG Carrier needs to perform crew changes, boarding supplies/spare parts, boarding company superintendent or vetting inspectors, and any other services. In case the LNG Carrier needs the above-mentioned services, the LNG Carrier shall inform the LNGC agency that will contact the dedicated services of the port of Livorno. The Terminal Representative and any Terminal or OLT personnel that need to attend or remain

onboard the LNG Carrier during off-loading operations must to the extent possible be provided with food and accommodation of the standard usually provided for the LNG Carrier’s senior officers.

11. Removal of Wrecks

If the LNG Carrier, or any part thereof sinks within the Exclusion Zone or otherwise becomes, in OLT’s opinion, an obstruction or danger to the Terminal or any part of its associated subsea


02/09/2020 Rev 20 p.43/99

infrastructure, including off-take pipeline, then OLT in its sole discretion:

• may require the LNG Carrier’s owners to proceed forthwith to remove the obstruction or

danger

• is fully empowered to take such steps as OLT deems appropriate to remove the obstruction

or danger, including acting in the capacity as agent for the LNG Carrier (including its owners,

operator or Master)

Any expenses incurred as a result of such removal shall be recoverable from the LNG Carrier

(including its owners, operator or Master), except to those expenses which have been caused solely and directly by the negligence of OLT (including its servants, agents and contractors).

12. Provision of services

12.1 Compliance with laws: all services, facilities and assistance provided by or on behalf of OLT its

parent companies, subsidiaries, or affiliates, or its or their servants, agents, or contractors, their parent companies, subsidiaries, or affiliates, or its or their servants, agents, or contractors whether

or not any charge is made by OLT therefore, are provided subject to the Terminal Regulations and

all applicable laws and regulations for the time being in force.

12.2 Terminal Representative on LNG Carrier: the services of the Terminal Representative are

provided to the LNG Carrier with the express understanding and condition that the Terminal

Representative becomes for such purposes the servant of the LNG Carrier (including its owners, operator and charterers) and neither the Terminal or OLT (including its servants, agents and

contractors) shall in any way be liable for any loss, damage or personal injury (of any nature

whatsoever including death) incurred by any person whomsoever, resulting from or in any way contributory to or connected with, the advice or assistance given or for any action taken by the

Terminal Representative, whether negligent or otherwise.

12.3 LNG Carrier navigation: in all circumstances the Master of any LNG Carrier shall remain solely responsible on behalf of its owners for the navigation and operation of the LNG Carrier. Except in

relation to gross negligence or willful misconduct, neither the Terminal or OLT (including its servants,

agents and contractors) shall in any way whatsoever be responsible or liable for any contribution with respect to any loss, damage, or delay from whatsoever cause arising whether directly or

indirectly in consequence of any assistance, advice, or instructions whatsoever given or tendered in

respect of any vessel, whether by way of the provision of navigation facilities (including berthing

aids) or otherwise howsoever.

13. Liabilities and indemnities

13.1 Whilst reasonable care is taken to ensure that the Terminal is safe, devoid of defect, fit for

service and suitable for receiving LNG Carriers or other permitted vessels, no guarantee, express or implied, of such safety and suitability is given and every LNG Carrier shall be and remain fully at the

risk of its owners, operator, charterers and Master thereof.

13.2 Neither the Terminal nor OLT (including its servants, agents and contractors) shall be held responsible or liable for any contribution with respect to any loss, damage, personal injury (of any

nature whatsoever including death) or delays whatsoever that may be sustained by or occur to the

LNG Carrier (its owners, operators, charterers, Master, crew or cargo) or to any third party by whomsoever and by whatsoever cause, unless it is caused solely and directly by their own

negligence.

13.3 If in connection with or by reason of the use of the Terminal by the LNG Carrier any loss or damage (including any loss of profit consequent upon such damage) is caused to the Terminal, or

personal injury (of any nature whatsoever including death) caused upon any person aboard the

Terminal, or delay of whatsoever nature is caused to the operation of the Terminal, due to whatever reason and irrespective of whether there has been any negligence or default on the part of the LNG

Carrier (including its owners, operators and Master), in any such event the LNG Carrier shall hold

the Terminal and OLT harmless from and indemnified against all such loss (including any loss of profit consequent upon such damage), damage, personal injury and delay sustained as consequence

thereof, unless the same has been caused solely and directly by the negligence of the Terminal or

OLT.

13.4 The LNG Carrier (including its owners, operators and Master) shall hold the Terminal and OLT

(including its servants, agents and contractors) harmless from and indemnified against all and any


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claim, damages, costs and expenses arising whether directly or indirectly out of any loss , damage,

personal injury (of any nature whatsoever including death) or delay of whatsoever nature caused to any third party by the LNG Carrier or by her owners, her Master or crew or by any other servant or

agent of her owners unless the same arose from the sole and direct negligence of the Terminal or

OLT.

13.5 Excluding those losses under clause 13.3 which are a direct result of damage caused to the

Terminal neither the LNG Carrier (including its owners, operators and Master), the Terminal or OLT

(including its servants, agents and contractors) shall be responsible for indirect or consequential

damages.

14 Limitation of Liability

14.1 The LNG Carrier (including its owners, operators and Master), shall not be liable with respect

to any claim under article 13, for a sum exceeding the amount of one hundred and fifty million

(150,000,000) United States Dollars per event. It is expressly agreed that this is the maximum

liability of either party to the other party under article 14.

14.2 For any claim other than those specified in paragraph 14.1, including but not limited to those under articles 11 and 16, neither the LNG Carrier (including its owners, operators and Master) nor

the Terminal and OLT (including its servants, agents and contractors), as the case may be, shall be deprived of any right they may have to limit their liability in accordance with any applicable law for the time being in force. In particular, both:

(i) the LNG Carrier (including its owners, operators and Master); and

(ii) the Terminal and OLT (including its servants, agents and contractors),

shall be entitled to limit their liability in accordance with the "1996 London Protocol to amend the Convention on Limitation of Liability for Maritime Claims of 19 November 1976" whether or not the same is applicable under the provisions of the Italian Maritime Code.

15. Changes to the Conditions of Use

By signing these Conditions of Use, the LNG Carrier (including its owners, operator and Master) consents to the Conditions of Use then in force and any change that:

• has been already scheduled to come into force and for which advance notice has been

given before or at the signing of the Master’s Letter of Acknowledgment (attachment no. 11.12 to the Terminal Regulation and Information Booklet).

• arise from the coming into force of new legal or statutory provisions or regulations issued

by the Maritime Authorities or other competent bodies that have, or may have, a direct or indirect influence on the Terminal or its operation; such new provisions or regulations shall be applied fully from the date of their entry into force

Where changes to any part of the Conditions of Use are made, no compensation of any sort shall be due.

16. Pollution

The LNG Carrier shall be entered with the International Tanker Owners Pollution Federation Limited

(ITOPF). For any oil pollution caused by the LNG Carrier, its Master, or crew, the LNG Carrier and

its owners shall protect, defend, indemnify, and hold harmless OLT from and against any loss,

damage, liability, suit, claim, or expense arising there from.

17. Parties and related parties.


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It is hereby expressly agreed that no servant or agent of OLT shall be under any liability whatsoever

for any loss, damage, or delay of whatsoever kind arising or resulting directly or indirectly from any act of neglect or default on its part while acting in the course of or in connection with its employment,

and without prejudice to the generality of the foregoing provisions in this clause, every exemption,

limitation, condition, and liberty herein contained and every right, exemption from liability, defense, and immunity of whatsoever nature applicable to OLT or to which OLT is entitled hereunder shall

also be available and shall extend to protect every such servant or agent of OLT acting as aforesaid,

and for the purpose of all the foregoing provisions of this clause OLT is or shall be deemed to be acting as agent or trustee on behalf of and for the benefit of all persons who are or might be its

servants or agents from time to time, and all such persons shall to this extent be or be deemed to

be parties to this agreement.

18. Governing Law and Jurisdiction

The Terminal Regulations, including these Conditions of Use, are governed by Italian law and any dispute arising out or in connection with the Terminal Regulations will be exclusively referred to the

court of Milan.


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Attachment 11.0 LNG CARRIER FINAL ACCEPTANCE VISIT

INSTRUCTIONS FOR COMPLETION:

The ‘Final Acceptance Visit’ checklist is to be completed by the Terminal Representative after

boarding the LNG Carrier and prior to entering the Exclusion Zone and acknowledged by the LNG

Carrier’s Master.

The ‘Final Acceptance Visit’ is performed to confirm the acceptance of the LNG Carrier to call for

Pilots / Tugs, in order to proceed alongside the Terminal.

- All the items should be ‘CHECKED’ and entries made. - Each item shall be initialed by the responsible person in the appropriate column. - In the event of a negative answer that could adversely affect the mooring/unloading operations

and after consultation with the Terminal Manager, OLT and Maritime Authorities, the LNG Carrier could be denied permission to moor or mooring will only be permitted to occur after taking the necessary countermeasures/precautions.

- The checklist shall be signed by the Terminal Representative and by the LNG Carrier Master or his/her representative.

- Once the ‘Final Acceptance Visit’ checklist is completed satisfactorily, the Terminal Representative will inform the Terminal Manager, the Maritime Authorities and OLT.

- If the LNG Carrier is not accepted the ‘Rejected Report’ shall be completed.


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DATE:

LNG Carrier name: Date:

Date of Arrival:

(NOR):

Cargo Nr.

Master: Terminal Representative:

ITEMS / DESCRIPTION

IN

COMPLIANCE

(initials)

NOT IN

COMPLIANCE

(initials)

REMARKS

1. Verification that the requested

LNG Carrier Master declaration

on the use of boil off Gas has

been transmitted to Harbor

Master in compliance with

Ordinance n.6/2014

requirements

2. Examination of mooring plan

agreed during the LNG Carrier /

Terminal Compatibility Process

versus the on board mooring

arrangement and equipment.

Incl. verification of readiness

3. Visual inspection of mooring

equipment.

4. Visual inspection of mooring

wires or synthetic tails and

connections and related

accessories (messengers,

heaving lines etc..), verification

of compliance with Terminal

requirements for mooring,

evidence of existing and valid

test certificates.

If the test certificates are not

physically verified the LNG

Carrier Master shall confirm

the completeness and

correctness of the certificates

5. Visual Inspection of lifting

equipment for status and

readiness to load and install on

board the targeting Spool Pieces

at LNG Carrier manifolds.

6. Cargo manifolds and vapour

connection readiness and in

compliance with the Terminal

requirements. Identification of

spotting line.


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7. Manifold service platform

readiness for loading arms

connection. Confirmation of

collapsible or removable

handrails at manifolds to allow

guide wires connection for MLA.

8. ESD link compliance with

Compatibility Study Process

exchange data.

9. External communication

compliance with Terminal

requirements.

10. LNG Carrier’s correct

understanding of Terminal

environmental operational

parameters and limits.

11. Availability of the Terminal

Regulations on board the LNG

Carrier.

12. LNG Carrier’s understanding of

unloading arms operational

envelope and alarms.

13. Confirm with Master “No

material deficiencies with any

LNG Carrier Cargo Equipment”

and related CTM, valves control,

loading calculator etc…

14. Confirm the cathodic protection

system switched off (fwd + aft)

during approach and stay

alongside the Terminal

15. Confirm with the Master “No

material deficiencies with

engines and navigational

equipment”.

LNG CARRIER ACCEPTANCE CONFIRMED

LNG CARRIER REJECTED (SEE “REJECTED REPORT” ATTACHED)


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DECLARATION

We have checked, where appropriate jointly, the items of the checklist and have satisfied ourselves

that the entries we have made are correct to the best of our knowledge.

If, to our knowledge, the status of any item changes, we will immediately inform the other party.

FOR TERMINAL: FOR LNG CARRIER:

Name: Name:

Position: Terminal Representative Rank:

Signature: Signature:

Date: Date:

Time: Time:


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Attachment 11.1 “REJECTED REPORT”

DATA:

LNG Carrier name: Port of Registry:

IMO Number: Owner:

Date: Time:

Master:

Terminal

Representative:

DESCRIPTION OF NON COMPLIANCES FOUND DURING “FINAL ACCEPTANCE VISIT”

1.

2.

3.

4.

5.

DECLARATION

The undersigned Terminal Representative declares the LNG Carrier ______________________ to be not acceptable for berthing and unloading at the Terminal.

FOR THE TERMINAL

Stamp:

Terminal Repr. (Signature)

Terminal Repr. (Name + Function)

FOR LNG Carrier:

Stamp: SS / MV: (Name LNG Carrier)

Master (Signature)

Date + Time Master (Name)


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Attachment 11.2 PRE ARRIVAL INFORMATION

Items to be reported

1. LNG Carrier Name + Call Sign:

2. Port of Registry:

3. Name of Master:

4. GRT/NRT:

5. Arrival Displacement:

6. Summer Deadweight (MT):

7. Length Overall (m):

8. Draft Fore and Aft on Arrival (m):

9. Draft Fore and Aft on Departure

(m):

10. Any LNG Carrier defects affecting

cargo operations or maneuvering /

mooring ability:

11. P&I Club name and validity of

cover:

12. Details of pollution cover:

13.

Last 3 Ports of Call

(incl. security level)

14. Is the gas detection system fully

operational?

Yes / No

15. Is the IG-system fully operational? Yes / No

16. Are void spaces gas free (incl.

barriers)?

Yes / No


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17.

Are smoke/fire detection and fixed

fire extinguishing systems fully

operational?

Yes / No

18. Quantity of cargo nominated for

discharge (m³):

19. Size, rating and standards of cargo

manifold connection (m):

20.

Distance of centre manifold from

the bow and distance of spring line

fairleads from the centre of the

manifolds (m):

21. Height of centre line of manifold

above the keel (m):

22. Distance between manifold flanges

centres (m):

23. Distance of manifold from ship’s

side (m):

24. Distance from manifold face to first

full restraining bracket (m):

25. Maximum unloading rate (m³/h):

26. Anticipated unloading time (h):

27.

Is ESD system fully operational?

Note date of last test:

Yes / No Date:

28. Is overfill protection system

operational? Note date of last test: Yes / No Date:

29.

Are remotely operated manifold

valves operated through a complete

open/close cycle?

Are manifold valves fully

operational (hydraulic + manually)?

Advise valve type:

Advise actual closing time (sec):

Yes / No

Yes / No

Vapour: Liquid:


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30. Has main engine been tested

astern? Yes / No

31.

Bow-thruster tested and stand by

prior pilot boarding station (if

applicable):

Yes / No

32. Does LNG Carrier comply with ISM

Code? Yes / No

33. Validity of ISM DOC/SMC and

issuing authority

34.

Copy of up-to-date “SIRE” officer

matrix attached? (Attach to this

form)

Yes / No

35.

Confirm receipt of OLT’s ‘Terminal

Regulations and Information

Booklet’, ‘Port Regulations’ and

other Terminal Manuals:

Received / Not Received

36. LNG Carrier Inmarsat contact

details:

Tel. No.:

Fax No.:

email:

37. LNG Carrier agent and contact

details:

38. LNG Carrier Operator and

emergency contact details:

39. SSO contact information:


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40. CSO contact information:

41. Date ISSC issued and issuing

authority:

ALLEGATO 11.3 CHECKLIST di SICUREZZA della NAVE/del TERMINAL

ATTACHMENT 11.3 SHIP/TERMINAL SAFETY CHECK LIST

(Capitolo 26.3 ISGOTT- Guida internazionale per la sicurezza delle navi petroliere e dei terminal-, quinta edizione)

(Chapter 26.3 ISGOTT, 5th Edition)

ISTRUZIONI PER LA COMPILAZIONE:

INSTRUCTIONS FOR COMPLETION:

Per la sicurezza delle operazioni, occorre che a tutte le domande sia data risposta affermativa

The safety of operations requires that all questions should be answered affirmatively

- Nel caso in cui non sia possibile rispondere affermativamente, occorre fornire una motivazione e If an affirmative answer is not possible, the reason should be given and

raggiungere un accordo tra la Nave GNL e il Terminale con riferimento alle precauzioni che dovranno agreement reached upon appropriate precautions to be

essere necessariamente adottate. Nel caso in cui una qualsiasi domanda sia ritenuta non applicabile, taken between the LNG Carrier and the Terminal. Where any question is not considered to be applicable,

dovrà essere inserita una nota giustificativa nella colonna delle note. Linee guida dettagliate per la a note to that effect should be inserted in the remarks column. Detailed guidelines for

compilazione della checklist possono essere reperite nell’Appendice 3 dei “Principi di trattamento del completing this checklist are contained in Appendix 3 of SIGTTO’s “Liquefied Gas Handling Principals

gas liquefatto sulle navi e nei terminal” (Liquefied Gas Handling Principals on Ships and in Terminals”, SIGTTO). on Ships and in Terminals”.

La presente checklist dovrà essere compilata durante la riunione che precederà le operazioni di scarico, This check-list is to be completed during the pre-discharging meeting,

eccezion fatta per la Parte D, voce 11, che dovrà essere confermata in seguito al test ESD 1 (a freddo). except Part ‘D’, Item 11, which will be confirmed after the ESD 1 test under cold condition.

Le operazioni di movimentazione del carico non saranno avviate fino a quando la presente checklist Cargo handling operations will not be started until this check-list

non sarà stata compilata in tutte le sue voci. has been fully completed.

- Le caselle della colonna Nave GNL e Terminal dovranno essere siglate in seguito all’effettuazione

dei


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The cells in the column LNG Carrier and Terminal have to be initialed after

controlli ad opera della parte interessata. checks have been carried out by the party concerned.

- Nel caso in cui una voce particolare non sia da considerarsi applicabile alla Nave GNL, al Terminal o Where a particular item is considered not to be applicable to the LNG Carrier, the terminal or

all’operazione programmata, una nota giustificativa dovrà essere inserita nella colonna “annotazioni”. to the planned operation, a note to this effect should be entered in the 'Remarks' column.

- Ai fini della sicurezza delle operazioni, occorre che siano considerate tutte le dichiarazioni pertinenti e The safety of operations requires that all relevant statements are considered and

che vengano accettate le responsabilità e le assunzioni di responsabilità, sia congiuntamente sia the associated responsibility and accountability for compliance are accepted, either jointly or

individualmente. Nell’eventualità in cui una parte non sia pronta ad accettare un’assunzione di singly. Where either party is not prepared to accept an assigned

responsabilità ad essa assegnata, dovrà essere inserito un commento specifico nella colonna

“annotazioni”. accountability, a comment must be made in the 'Remarks' column.

In questo caso, prima di procedere con le operazioni occorrerà effettuare le necessarie

considerazioni. and due consideration should be given to assessing whether operations may proceed.

- La presenza delle lettere A, P o R nella colonna “CODICE” si riferisce a quanto segue: - The presence of the letter A and P or R in the column “CODE” indicates the following:

A - ('Accordo') – Indica un accordo o una procedura che dovrebbero essere indicati nella colonna “annotazioni” della checklist o comunicati secondo un’altra modalità accettata

dalle parti. A - ('Agreement') - This indicates an agreement or procedure that should be identified in the

'Remarks' column of the checklist or communicated in some other mutually acceptable form.

P - ('Permesso') - In caso di risposta negativa alle dichiarazioni codificate con la lettera “P”

, le operazioni non potranno essere eseguite senza il previo consenso scritto dell’Autorità Marittima.

P - ('Permission') - In the case of a negative answer to the statements coded 'P', operations should not be conducted without the written permission from the Maritime Authorities.

R - ('Ripetizione controllo') – Indica le voci che dovranno essere nuovamente verificate ad appropriati intervalli di tempo, come concordato tra entrambe le parti, nei periodi stabiliti nella dichiarazione

R - ('Re-check') - This indicates items to be re-checked at appropriate intervals, as agreed between both parties, at periods stated in the declaration.

La dichiarazione congiunta non dovrebbe essere firmata fino a che entrambe le parti non avranno

verificato ed accettato le responsabilità e le assunzioni di responsabilità loro assegnate.

The joint declaration should not be signed until both parties have checked and accepted their assigned

responsibilities and accountabilities.

La risposta alle suddette domande dovrebbe essere fornita congiuntamente alle istruzioni

contenute nella quinta edizione dell’ ISGOTT, Capitolo 26.4. These questions should be answered in conjunction with the guidance notes set out in ISGOTT 5th Edition Chapter 26.4.


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DATI: DATA:

Denominazione della Nave GNL: LNG Carrier name:

Data: Date:

Data di arrivo (Avviso di prontezza): Date of Arrival (NOR):

Comandante: Master:

Rappresentante del

Terminal: Terminal Representative:

Parte ‘A’ Liquidi alla rinfusa: Controlli Part ‘A’ Bulk Liquid General – Physical Checks

Liquidi alla rinfusa–Controlli Bulk Liquid General - Physical

Nave GNL LNG Carrier

Terminale Terminal

Codice Code

Annotazioni Remarks

1. E’ presente un accesso

sicuro che collega la Nave

GNL al Terminal.

1. There is safe access between the LNG Carrier and the Terminal.

R

2. La Nave GNL è ormeggiata in modo sicuro.

2. The LNG Carrier is securely

moored.

R

3. Il sistema di comunicazione concordato tra la Nave GNL e il Terminal è operativo.

3. The agreed LNG Carrier/Terminal communication system is operative.

A R

Sistema:

System:

Sistema di Backup:

Backup System:

4. I cavi di rimorchio

d’emergenza sono

correttamente montati e

posizionati

4. Emergency towing-off

pennants are correctly rigged

and positioned

R


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5. Le manichette e

l’attrezzatura antincendio

della Nave GNL sono

posizionate correttamente

e pronte per l’uso

immediato.

5. The LNG Carrier’s fire hoses

and fire-fighting equipment

are positioned and ready for

immediate use.

R

6. L’attrezzatura antincendio

del Terminale è

posizionata correttamente

e pronta per un uso

immediato.

6. The Terminal's fire-fighting

equipment is positioned and

ready for immediate use.

R

7. I collettori della Nave GNL

per il carico sono in buone

condizioni e adeguati per

l’uso previsto.

7. The LNG Carrier’s cargo

manifolds are in good

condition and appropriate for

the service intended.

8. I bracci di caricamento

del Terminale sono in

buone condizioni,

correttamente montati ed

adeguati per l’uso

previsto.

8. The Terminal's cargo arms

are in good condition,

properly rigged and

appropriate for the service

intended.

9. Il sistema di

trasferimento del carico è

sufficientemente isolato e

svuotato per consentire la

rimozione sicura delle

flange cieche prima del

collegamento.

9. The cargo transfer system is

sufficiently isolated and

drained to allow safe removal

of blank flanges prior to

connection.


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10. Gli ombrinali e i pozzetti

di raccolta di bordo sono

efficacemente chiusi e le

ghiotte sono posizionate e

vuote.

10. Scuppers and save-alls on

board are effectively plugged

and drip trays are in position

and empty.

R

11. I tappi degli ombrinali

temporaneamente rimossi saranno costantemente monitorati.

11. Temporarily removed scupper plugs will be constantly monitored.

R

12. I dispositivi di

contenimento degli

spandimenti e i pozzetti a

del Terminale sono gestiti

correttamente.

12. Terminal spill containment

and sumps are correctly

managed.

R

13. I collegamenti inutilizzati

per il carico e il bunker della Nave GNL sono stati adeguatamente messi in sicurezza con flange

cieche totalmente imbullonate.

13. The LNG Carrier’s unused cargo and bunker connections are properly secured with blank flanges fully bolted.

14. I collegamenti inutilizzati

per il carico e il bunker

del Terminale sono stati

adeguatamente messi in

sicurezza con flange

cieche totalmente

imbullonate.

14. The Terminal's unused cargo

and bunker connections are

properly secured with blank

flanges fully bolted.

Liquidi alla rinfusa – Controlli Bulk Liquid General - Physical


Terminale Terminal

Codice Code

Annotazioni Remarks

15. Tutti i portellini delle cisterne del carico, della zavorra e del bunker risultano chiusi.

15. All cargo, ballast and bunker

tank lids are closed.


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16. Se non utilizzate, le

valvole di presa e scarico a mare, vengono chiuse e messe visibilmente in sicurezza.

16. Sea and overboard discharge

valves, when not in use, are

closed and visibly secured.

Lo scarico a mare di

liquami, acque grigie,

nere o oleose non è

consentito all’interno

della Zona di

Esclusione.

Sewage, grey, black and

oily water discharge

overboard is not allowed

when inside the Exclusion

Zone.

17. Tutte le porte, i portelloni

e le finestre esterni situati negli spazi destinati agli

alloggi, ai depositi e all’area dei macchinari sono chiusi. E’ consentita l’apertura delle prese

d’aria della sala macchine.

17. All external doors, ports and windows in the accommodation, stores and machinery spaces are closed (engine room vents may be open).

R

18. I piani di emergenza

antincendio della Nave

GNL e del Terminal sono

localizzati esternamente.

18. The LNG Carrier’s/Terminal’s

emergency fire control plans

are located externally.

Ubicazione Nave GNL:

Location on LNG Carrier:

Ubicazione sul

Terminale:

Location on Terminal:

Parte ‘B’ Liquidi alla rinfusa – Verifica verbale Part ‘B’ Bulk Liquid General – Verbal Checks

Liquidi alla rinfusa – Verifica Verbale

Bulk Liquid General - Verbal


Terminale Terminal

Codice Code

Note Remarks

19. La Nave GNL è pronta a

muoversi con il proprio

motore.

19. The LNG Carrier is ready to

move under its own power.

P R


02/09/2020 Rev 20 p.60/99

20. E’ presente un efficace

servizio di guardia a

bordo, oltre a

un’adeguata supervisione

delle operazioni sulla

Nave GNL e nel

Terminale.

20. There is an effective deck

watch maintained on board

and adequate supervision of

operations on the LNG

Carrier and on the Terminal.

R

21. A bordo della Nave GNL e

presso il Terminale è

presente personale

sufficiente ad affrontare

un’emergenza.

21. There are sufficient

personnel on board the LNG

Carrier and the Terminal to

deal with an emergency.

R

22. Le procedure per la

gestione del carico e della

zavorra sono state

concordate.

22. The procedures for cargo and

ballast handling have been

agreed.

A R

23. I segnali di emergenza e

la procedura di arresto di

emergenza in uso presso

la Nave GNL e il

Terminale sono stati

spiegati e compresi.

23. The emergency signal and

shutdown procedure to be

used by the LNG Carrier and

Terminal have been

explained and understood.

A

24. E’ avvenuto lo scambio

(quando richiesto) delle

schede tecniche di

sicurezza dei materiali

(Material Safety Data

Sheets- MSDS) per il

trasferimento del carico.

24. Material Safety Data Sheets

(MSDS) for the cargo

transfer have been

exchanged where requested.

P R


02/09/2020 Rev 20 p.61/99

25. I rischi associati alle

sostanze tossiche presenti

nel carico sono stati

identificati e compresi.

25. The hazards associated with

toxic substances in the cargo

handled have been identified

and understood.

26. E’ stato predisposto un

collegamento

internazionale antincendio

26. An International Shore Fire

Connection has been

provided.

27. I requisiti per le

operazioni da effettuarsi a

ciclo chiuso sono stati

concordati

27. The requirements for closed

operations have been

agreed.

R

28. Se installati, gli allarmi

indipendenti di alto livello

risultano funzionanti e

collaudati

28. Independent high level

alarms, if fitted, are

operational and have been

tested.

A R

29. Adeguati dispositivi di

isolamento elettrico sono

installati nell’ambito del

collegamento tra la Nave

GNL e il Terminale

29. Adequate electrical insulating

means are in place in the

LNG Carrier/Terminal

connection.

A R

Flange isolanti

installate sui bracci di

discarica.

Insulation flanges fitted

on unloading arms.

30. Le linee del Terminale

sono dotate di una

valvola di non ritorno. In

alternativa, sono state

discusse le procedure

volte ad evitare il riflusso.

30. Terminal lines are fitted with

a non-return valve, or

procedures to avoid back

filling have been discussed.

P R


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31. Le aree per fumatori sono

state individuate. Le

limitazioni vengono

rispettate.

31. Smoking rooms have been

identified and smoking

requirements are being

observed.

A R

Aree fumatori

designate: Nominated smoking rooms:

FSRU: sala mensa del personale in servizio sul ponte A (tribordo) FSRU: Duty mess room

on A-deck (stbd)

Nave GNL: LNG Carrier:

32. Le norme sulle fiamme

libere vengono rispettate.

32. Naked Lights regulations are

being observed.

A R

33. I requisiti richiesti per

l’uso dei telefoni, telefoni

cellulari e cercapersone

della Nave GNL/del

Terminal vengono

rispettati.

33. LNG Carrier/Terminal

telephones, mobile phones

and pager requirements are

being observed.

A R

34. Le torce elettriche

portatili sono di una

tipologia approvata.

34. Hand torches (flashlights)

are of an approved type.

Liquidi alla rinfusa – Verifica verbale

Bulk Liquid General - Verbal


Terminale Terminal

Codice Code

Annotazioni Remarks

35. I ricetrasmettitori fissi

VHF/UHF e i dispositivi AIS si trovano nella corretta modalità di alimentazione o risultano

spenti.

35. Fixed VHF/UHF transceivers

and AIS equipment are on

the correct power mode or

switched off.

36. I ricetrasmettitori portatili

VHF/UHF sono di una

tipologia approvata.

36. Portable VHF/UHF

transceivers are of an

approved type.


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37. Le antenne radio sono

state messe a terra e i

radar risultano spenti.

37. The main radio transmitter

aerials are earthed and

radars are switched off.

I radar del Terminale

dovranno essere utilizzati per il

monitoraggio della Zona di Esclusione, in osservanza all’Ordinanza dell’Autorità Marittima. Terminal’s radars to be

used for Exclusion Zone

monitoring in compliance

with Maritime Authority

Ordinance.

38. I cavi elettrici collegati a

dispositivi elettrici

portatili all’interno

dell’area a rischio sono

scollegati.

38. Electric cables to portable

electrical equipment within

the hazardous area are

disconnected from power.

39. Le unità di

condizionamento dell’aria

di tipo a finestra sono

scollegate.

39. Window type air conditioning

units are disconnected.

40. All’interno della zona

alloggi viene mantenuta

una pressione positiva, e

le prese di

condizionamento dell’aria,

che possono permettere

l’ingresso dei vapori del

carico, sono chiuse.

40. Positive pressure is being

maintained inside the

accommodation, and air

conditioning intakes, which

may permit the entry of

cargo vapours, are closed.

41. Sono state intraprese

misure adeguate a

garantire una sufficiente

ventilazione meccanica

nella sala macchine del

carico.

41. Measures have been taken to

ensure sufficient mechanical

ventilation in the cargo

machinery room.

R


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42. E’ stata predisposta una

via di fuga per i casi di

emergenza.

42. There is provision for an

emergency escape.

43. Sono stati concordati i

criteri massimi di vento e

onda durante le

operazioni.

43. The maximum wind and

swell criteria for operations

have been agreed

A

Arresto del carico a: Stop cargo at:

Scollegamento a: Disconnect at:

Disormeggio a: Unberth at:

44. I protocolli di security

sono stati concordati tra

l’Ufficiale per la Security

della Nave e l’Ufficiale per

la Security del Terminale,

se appropriato.

44. Security protocols have been

agreed between the Ship

Security Officer and the Port

Facility Security Officer, if

appropriate.

A

45. Nei casi in cui ciò sia

appropriato, sono state

concordate procedure

adeguate per il

ricevimento dell’azoto

fornito dal Terminale, per

inertizzare o drenare le

cisterne della Nave GNL,

o, ancora, per pulire le

linee che portano alla

Nave GNL stessa.

45. Where appropriate,

procedures have been

agreed for receiving nitrogen

supplied from the Terminal,

either for inerting or purging

LNG Carrier’s tanks, or for

line cleaning into the LNG

Carrier

N/A N/A A P


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Parte ‘D’ Gas liquefatti alla rinfusa – Verifica verbale Part ‘D’ Bulk Liquefied Gases – Verbal Verification

Gas liquefatti alla rinfusa Verifica Verbale

Bulk Liquid Gases - Verbal


Terminal Terminal

Codice Code

Annotazioni Remarks

1. Sono disponibili le schede

tecniche dei materiali di

sicurezza, che forniscono

le informazioni necessarie

per la gestione del carico

in condizioni di sicurezza.

1. Material Safety Data Sheets

are available giving the

necessary data for the safe

handling of the cargo.

2. Dove applicabile, viene

fornito un certificato di

inibizione del produttore.

2. A manufacturer's inhibition

certificate, where applicable,

has been provided.

N/A N/A P

3. Il sistema spruzzata dell’

acqua è pronto per essere

immediatamente

utilizzato.

3. The water spray system is

ready for immediate use.

4. E’ disponibile un numero

sufficiente di dispositivi

protettivi adeguati

(incluso gli

autorespiratori) e di

indumenti protettivi,

pronti per l’uso.

4. There is sufficient suitable

protective equipment

(including self-contained

breathing apparatus) and

protective clothing ready for

immediate use.

5. Gli spazi della stiva e gli

spazi tra la cisterna del

carico e la barriera

secondaria sono stati

adeguatamente inertizzati

o riempiti di aria secca,

come richiesto.

5. Hold and inter-barrier spaces

are properly inerted or filled

with dry air, as required.


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6. Tutte le valvole a

controllo remoto sono

funzionanti.

6. All remote control valves are

in working order.

7. Le pompe e i compressori

del carico richiesti sono in

buone condizioni, e il

livello massimo di

pressione di esercizio è

stato concordato tra la

Nave GNL e il Terminal.

7. The required cargo pumps

and compressors are in good

order, and the maximum

working pressures have been

agreed between LNG Carrier

and Terminal.

A

8. L’impianto per il controllo

della ri-liquefazione o

dell’evaporazione è in

buone condizioni.

8. Re-liquefaction or boil-off

control equipment is in good

order.

9. Il dispositivo di

rilevamento del gas è

stato adeguatamente

tarato per il carico,

calibrato, collaudato,

sottoposto ad ispezione

ed è in buone condizioni.

9. The gas detection equipment

has been properly set for the

cargo, is calibrated, has been

tested and inspected and is

in good order.

10. I dispositivi di allarme e

di misurazione del livello

del carico sono stati

correttamente tarati e

sono in buone condizioni.

10. Cargo system gauges and

alarms are correctly set and

in good order.


02/09/2020 Rev 20 p.67/99

11. I sistemi di blocco di

emergenza sono stati

collaudati e funzionano

correttamente.

11. Temporarily removed

scupper plugs will be

constantly monitored.

12. La Nave GNL e il Terminal

hanno provveduto

scambiarsi informazioni

sulla velocità di chiusura

delle valvole ESD, valvole

automatiche o dispositivi

simili.

12. Emergency shutdown

systems have been tested

and are working properly.

A

13. La Nave GNL e il Terminal

hanno provveduto a

scambiarsi informazioni

sulle massime/minime

temperature/pressioni del

carico da movimentare.

13. LNG Carrier and the Terminal

have informed each other of

the closing rate of ESD

valves, automatic valves or

similar devices.

A

Nave GNL: LNG Carrier:

Terminal: Terminal:

14. Le cisterne del carico

sono protette, in ogni

momento, da un

riempimento eccessivo

involontario durante lo

svolgimento di qualsiasi

operazione inerente al

carico stesso.

14. Cargo tanks are protected

against inadvertent

overfilling at all times while

any cargo operations are in

progress.


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Liquidi alla rinfusa –Verifica

Verbale Bulk Liquid - Verbal


Terminale Terminal

Codice Code

Annotazioni Remarks

15. Il locale dei compressori è

adeguatamente ventilato,

e il locale del motore

elettrico è adeguatamente

pressurizzato. Il

dispositivo di allarme

funziona correttamente.

15. The compressor room is

properly ventilated, the

electrical motor room is

properly pressurized and the

alarm system is working.

16. Le valvole di sicurezza

delle cisterne del carico

sono regolate

correttamente e le attuali

impostazioni delle

suddette valvole risultano

chiaramente e

visibilmente esposte

(Impostazioni di

regolazione indicate

seguito.)

16. Cargo tank relief valves are

set correctly and actual relief

valve settings are clearly and

visibly displayed (Record

settings below.)

Prima dell’avvio delle

operazioni di

movimentazione del

carico.

Before cargo operations

are started.

Per il Terminale: For Terminal:

Cisterna 1 mbar (g) Cisterna 2 mbar (g) Cisterna 3 mbar (g) Cisterna 4 mbar (g)

Per la Nave GNL For LNG Carrier




02/09/2020 Rev 20 p.69/99

DICHIARAZIONE DECLARATION

I sottoscritti hanno verificato, ove appropriato in modo congiunto, le voci della checklist in

osservanza alle istruzioni e hanno provveduto a verificare la correttezza degli inserimenti, in base

alle conoscenze in possesso dei sottoscritti stessi.

We, the undersigned, have checked, where appropriate jointly, the items of the checklist in accordance with the

instructions and have satisfied ourselves that the entries we have made are correct to the best of our knowledge.

Abbiamo inoltre programmato l’effettuazione di controlli ripetitivi, come necessario, e concordato

che le voci indicate con la lettera ‘R’ nella check-list dovranno essere nuovamente verificate ad

intervalli di tempo non superiori a ……………. ore (non oltre le 6 ore).

We have also made arrangements to carry out repeat checks as necessary and agreed that those items coded

‘R’ in the check-list should be re-checked at intervals not exceeding ……………. hours (not to exceed 6 hours).

Nell’eventualità in cui dovessimo venire a conoscenza di modifiche intervenute nella condizione di

una qualsiasi voce, provvederemo ad informarne tempestivamente la controparte.

If, to our knowledge, the status of any item changes, we will immediately inform the other party.

Per il Terminale: FOR Terminal:

Per la Nave GNL FOR LNG Carrier

Nome: Name:

Nome: Name:

Posizione: Position:

Grado: Rank:

Firma: Signature:

Firma: Signature:

Data: Date:

Data: Date:

Ora: Time:

Ora: Time:

REGISTRAZIONE DI CONTROLLI RIPETUTI: RECORD OF REPETITIVE CHECKS:

Data: Date:

Ora: Time:

Iniziali del terminale: Initials for Terminal:

Iniziali della

Nave GNL: Initials for LNG Carrier:


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Attachment 11.4 CARGO HANDLING AGREEMENT

DATA:


Date of Arrival(NOR): Cargo Nr.

Master: Terminal

Representative:

Cargo quantity on board: m³

Cargo quantity to be

discharged m³

CARGO OPERATIONS:

Confirm vapour will be sent back to LNG Carrier YES / NO

Maximum flow vapour return 17.500 m³/h

Number(s) of unloading arms used for liquid transfer Total 3 arms: Nr. 1, 2, 4

Number of unloading arms used for vapour transfer Total 1 arm: Nr. 3

LNG Carrier liquid lines condition (state temperature): WARM / COLD °C

Tanks condition TK 1 TK 2 TK 3 TK 4 TK 5 TK 6

Pressure bar(g) /

kPa(g)

Cargo tank temperature °C Average °C

Level mm

Volume m³

Confirm unloading arms purged (vol% O2 < 2%) YES / NO

Confirmed unloading arms pressure tested YES / NO


02/09/2020 Rev 20 p.71/99

Closing time of ESD isolation valves

Terminal LNG Carrier

LIQ 1 sec sec

VAP sec sec

LIQ 2 sec sec

LIQ 3 sec sec

COOLDOWN: Estimated time of cool-down unloading arms hrs

COOLDOWN: LNG cooldown rate required by Terminal m³/h

COOLDOWN: Max back pressure at manifold during

cooldown bar(g)

UNLOADING: Estimated time of unloading hrs

UNLOADING: Maximum transfer rate for Terminal m³/h

UNLOADING: Maximum discharge rate for LNG Carrier m³/h

UNLOADING: Minimum discharge rate m³/h

UNLOADING: Stripping rate m³/h

UNLOADING: Maximum/Minimum manifold/Terminal loading

headers pressure bar(g) / kPa(g)

Confirm stop discharging on request of FSRU / LNG Carrier

CTMS

CTMS can only be carried out with vapour and liquid

manifold valves closed and cargo/stripping pumps

stopped.

State if gas burning will be ceased between opening

CTMS and closed CTMS unless specific instruction to do

so have been received – state details

YES / NO

ESD

ESD test will be carried out in warm and cold

condition

ESD signal will be tested from Terminal and LNG

Carrier (one from Terminal and one from LNG Carrier

- alternating)

Confirm optical / electrical ESD is operative (including

communication)

YES / NO

Confirm pneumatic ESD operative YES / NO


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Confirm optical / electrical ESD will be used as primary

means in case of emergency YES / NO

Confirm pneumatic ESD will be used in case of optical /

electrical ESD failure YES / NO

RAMP UP Pump Interval

Ramp up plan

Rate per pump m³/h

Total numbers of pumps

Nominal unloading rate m³/h

RAMP DOWN Pump Interval

Ramp down plan

Notice for Terminal Representative prior ramp down Hrs

Notice for Terminal prior ramp down Hrs

Notice for Terminal prior completion Hrs


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UNLOADING ARMS DRAINING / PURGING (ref: SIGTTO LNG

Transfer Arms and manifold Draining, Purging and Disconnection

Procedure)

Draining of unloading arms to the Terminal and LNG

Carrier to be carried out prior beginning tank

gauging

Purging of liquid unloading arms by using Nitrogen:

LEL% CH4 - 50

Purging of vapour arms by using N2: LEL % CH4- 50

Confirm that steam to turbine will be kept closed while

unloading arms are connected and turning gear engaged YES / NO

Confirm receipt of manual ‘CARGO HANDLING MANUAL’ YES / NO

Confirm receipt of manual ‘Terminal Regulations and

Information Booklet’ YES / NO

Confirm that weather conditions forecast during transfer

operations have been discussed YES / NO

Confirm all necessary cargo handling procedures have been

understood YES / NO

COMMENTS:

FOR THE TERMINAL

Stamp:

Terminal Repr. (Signature)

Terminal Repr. (Name + Function)

FOR LNG Carrier:

Stamp: SS / MV: (Name LNG Carrier)

Ch. Officer (Signature)

Date + Time Ch. Officer (Name)


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Attachment 11.5 COMMUNICATION AGREEMENT

DATA:


Date of Arrival (NOR):

Master: Terminal Representative

A fiber optic / electrical link has been connected between the Terminal and the LNG

Carrier. It will enable the following action and means of communications:

ESD FROM LNG Carrier Uni-directional. Can be activated at any

time from the LNG Carrier in case of

Emergency. Inform Terminal as far as

practicable before use.

ESD FROM Terminal Uni-directional. Can be activated at any

time from the Terminal in case of

emergency. Inform LNG Carrier as far

as practicable before use.

TELEPHONE HOT LINE Bi-directional. To contact directly the

Terminal CCR. Also to be used in case

of emergency.

Tel number Terminal

Tel number LNG Carrier

A pneumatic link has been connected to the LNG Carrier. It will enable the following

action:

ESD FROM LNG Carrier Uni-directional. Can be activated at any

time from the LNG Carrier in case of

emergency. Inform Terminal as far as

possible before use.

ESD FROM Terminal Uni-directional. Can be activated at any

time from the Terminal in case of

emergency. Inform LNG Carrier as far

as possible before use.

A portable V.H.F. radio (with private Marine frequency)has been provided to the LNG

Carrier. It will enable the following means of communications:

Terminal CCR. VHF Ch.


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Terminal Representative VHF Ch.

Terminal CCR. VHF Ch.

Terminal Representative VHF Ch.

COMMENTS:

FOR Terminal

Stamp:

Terminal

Representative

(Signature)

Terminal

Representative

(Name + Function)

FOR LNG Carrier

Stamp: SS / MV:

(Name LNG Carrier)

Master (Signature) or Chief Officer (Signature)

Master (Name) or Chief Officer (Name)

Time and date:


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Attachment 11.6 EMERGENCY CONTACTS AND SIGNALS

DATA:


Date of Arriva (NOR)l:

Master: Terminal

Representative:

In event of an EMERGENCY the following communication channels are available:

Terminal Central Control Room:

HOTLINE

PABX

VHF

UHF

If no immediate contact can be made with the Terminal, contact the on-board Terminal

representative ASAP.

IN THE EVENT OF AN EMERGENCY O/B THE TERMINAL THE FOLLOWING SIGNALS WILL

BE OBSERVED:

ALARM TYPE AUDIBLE VISUAL

Terminal general alarm: At least 7 short blasts followed by one

long blast + PA -

Terminal fire alarm:

One continuous blast followed by PA

-

IN THE EVENT OF AN EMERGENCY O/B THE LNG CARRIER THE FOLLOWING SIGNALS

WILL BE OBSERVED:

ALARM TYPE AUDIBLE VISUAL

LNG Carrier general alarm:

LNG Carrier fire alarm:


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Attachment 11.7 Adverse weather – Terminal Operating Policy

Maximum Conditions: Limit conditions shall be considered as the simultaneous effect of all

parameters (wind speed, wave height, surface current).

Operation

Action

Comment

Berthing Berthing operations suspended if above

maximum limits

If already berthed, perform extra

vigilance

Extra vigilance :

➢ Monitor weather forecast;

➢ Monitor wind, waves and current;

➢ Close visual observation of mooring lines tension data;

➢ Close visual observation of unloading arms working envelope;

Discharging Discharging operations

suspended if above maximum limits

As soon as discharge is

stopped, Perform prepare for unberthing

Prepare for unberthing :

➢ Call for pilot;

➢ Drain unloading arms;

➢ Purge unloading arms;

➢ Disconnect unloading arms

NOTE: Decision to unberth can be made at any time by the LNG Carrier Master in consultation with

the Terminal Manager

Unberthing:

➢ LNG Carrier made ready to maneuver;

➢ Tugs made fast;

➢ Unmooring crews ready (LNG Carrier and Terminal)


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Attachment 11.8 Emergency Stop Report

The Cargo Emergency Stop Report form must be completed when a cargo emergency stop is initiated

during the LNG unloading operation. The form must in all cases be completed by the Terminal

Representative and the LNG Carrier Master and as appropriate by the Terminal’s personnel or the Maritime Authorities’ personnel.

DATA:


Date of Arrival (NOR):

Master: Terminal Representative

REPORT:

Cargo Emergency stop

initiated: Date: Time:

Cargo Emergency stop

initiated by: LNG Carrier Terminal

Person initiating Cargo

Emergency stop: Name: Position / Rank:

Cause:

Fire

LNG release

Weather

Injury

Equipment

failure

Other (specify) :

Details:

Unmooring required? YES / NO

Date: Time:

Operations resumed? YES / NO

Date: Time:

Are appropriate

reports completed and

processed?

YES / NO

If yes, state details:

Have

recommendations

been made to prevent

recurrence before

operations resume?

YES / NO

If yes, state details:


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Have Maritime

Authorities been

informed?

YES / NO Date: Time:

Have Maritime

Authorities approved

resumption of

operations?

YES / NO Date: Time:

Recommendations

approved (signature +

name):

LNG Carrier Master: Terminal

Representative:

Terminal Manger:

Report

acknowledgment

(signature + name):

Emergency Stop Initiator (LNG

Carrier):

Emergency Stop Initiator

(Terminal):

Date and Time of

report:


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Attachment 11.9 Example Mooring Layouts

NOTE: the following drawings are FOR REFERENCE ONLY and do not represent a specific LNG Carrier. Typical mooring for LNG CARRIER 13800 cm, :


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Typical mooring for LNG Carrier 87000 cm :


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Typical mooring for LNG Carrier 65000 cm


02/09/2020 Rev 20 p.83/99



02/09/2020 Rev 20 p.84/99


NOTE: for more details regarding mooring layout requested by terminal ref to Confirmation list.


02/09/2020 Rev 20 p.85/99

Terminal Mooring arrangement:


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Attachment 11.10 ISPS Declaration of Security


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Attachment 11.11 Emergency Response Actions

The response to any incident will depend on the nature, location and severity of the event. The Terminal and the LNG Carrier must be directed by their respective Emergency Response Plans. The following contains bulleted immediate actions which are to be taken by the principal parties.

If marine craft are required to approach or go to alongside the LNG Carrier concerned, they may

only do so after the Terminal Manager has confirmed that unloading operations have been stopped.

All Incidents

LNG Carrier Related Incidents

ACTION BY LNG Carrier

1) Initiate emergency cargo transfer shutdown and closure of ESD valves

2) Raise general alarm and initiate Emergency Response Plan as required

3) Inform and keep informed the Terminal, of the nature and location of incident (e.g. mooring failure / LNG Carrier out of position/fire) and action being taken by the LNG Carrier and assistance required from the Terminal Operator and/or the Maritime Authorities

4) Inform the onboard Terminal Representative

5) Request Tugs to be on standby and ready to provide assistance as required

6) Prepare for unloading arm disconnection and unmooring, including emergency un-mooring

ACTION BY THE TERMINAL

1) Initiate emergency shutdown of cargo transfer

2) Initiate Terminal’s Emergency Response Plan

3) Establish communications with standby Tugs

4) Establish communications with onboard Terminal Representative

7) Advise Maritime Authorities of the nature of incident and stand by in case

assistance is required

ACTION BY TUGS & Guardian Vessel

1) Go to immediate standby

2) Tugs initiate water spray or deluge systems as required

3) Await instructions from the Terminal Manager or the LNG Carrier’s Master


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Terminal Related Incidents

ACTION BY THE TERMINAL

1) Raise general alarm and initiate Terminal’s Emergency Response Plan

2) Initiate emergency LNG transfer shutdown and closure of ESD valves

3) Inform the LNG Carrier of the nature of the incident and keep it informed of status

4) Advise Maritime Authorities of the nature of the incident and request standby in case assistance is required

5) Request all Tugs and the Guardian Vessel to be on standby

6) Establish communications with Terminal Representative and request standby


Action required by an LNG Carrier berthed alongside the Terminal will depend on the nature,

location and proximity of the incident to the berthing area:

1) Initiate cargo shutdown

2) Initiate onboard emergency response plan

3) Standby for unloading arm disconnection and unmooring, including emergency unmooring

4) Maintain radio contact with Terminal

5) Notify the onboard Terminal Representative

ACTION BY Tugs and Guardian Vessel

1) Go to immediate standby

2) Tugs initiate water spray or deluge systems as required

3) Await instructions from the Terminal Manager or LNG Carrier’s Master.


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Specific Incidents

The following contains specific additional bulleted immediate actions to be taken by the principal

parties.

Oil Spill from LNG Carrier

ACTIONS BY LNG Carrier 1) Isolate source of pollution and take whatever steps are necessary to prevent or

minimize

2) Mobilize onboard pollution response plan

3) Initiate clean up onboard

4) Stop discharge operations

5) Prepare for unloading arms disconnection

ACTION BY FSRU Toscana Terminal

1) Verify source and type of pollutant

2) Secure all sources of ignition

3) Inform Maritime Authorities

4) Stop cargo operations


6) Mobilise Terminal pollution response plan


1) Standby Tugs prepare to assist

2) Stand by upwind until nature and type of spill has been established

3) Guardian Vessel to start anti-pollution activities as directed by the Terminal Manager

Uncontrolled release of LNG Vapor or Liquid from LNG Carrier / Terminal

ACTION BY LNG Carrier 1) Stop discharging operations


3) Secure all sources of ignition and impose a total smoking ban

4) Initiate water spray systems or deluge as required.

ACTIONS BY Terminal

1) Stop cargo operations


3) Secure all sources of ignition and impose a total smoking ban

4) Allow automatic Fire and Gas, fire extinguishing, emergency shutdown and

depressurization systems to work

5) Operate Terminal’s fire monitors, if applicable

6) Inform the Maritime Authorities


1) Standby Tugs and the Guardian Vessel to activate fire fighting and deluge systems

2) Stand well clear upwind

3) Await instructions from Terminal

4) Secure all ignition sources

5) Impose total smoking ban


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LNG Carrier Collision within Exclusion and Monitoring Zones

ACTION BY LNG CARRIER(S)

1) Identify other vessel and call or render assistance as required

ACTION BY Terminal

1) Initiate call out of Terminal’s man overboard response team

2) Place first aid services on standby



1) Standby Tugs to respond as directed by the Terminal Manager or LNG Carrier Master

2) Guardian Vessel to act as directed by Terminal Manager

Man overboard incident within the Exclusion Zone

In the event of a man overboard incident within the Exclusion Zone, all LNG Carrier

movements shall be suspended while search and rescue activities take place.

Extreme caution is required by the search vessels, particularly during hours of darkness,

when approaching or entering the search area.


1) Throw a life buoy or floating aid to the person in the water

2) Raise the alarm by sounding (in accordance with LNG Carrier ‘Emergency Contingency Manual’) the LNG Carrier’s whistle

3) Stop the cargo operations if the person in the water is within 100m of the Terminal, inform the Terminal’s Central Control Room and advice circumstances

4) Place lookout and constantly monitor position of person in the water

5) Request the Terminal’s Central Control Room to mobilize rescue from the Maritime Authorities

6) Direct responding vessels to the person in water

ACTION BY Terminal

1) Stop cargo operations (subject to Terminal Manager’s decision)


3) Initiate call out of Terminal man overboard response team

4) Place first aid services on standby

5) Direct Guardian Vessel to rescue man overboard.


1) Standby Tugs and the Guardian Vessel to respond as directed by Terminal Manager

or LNG Carrier’s Master.


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LNG Carrier Out of Position


1) Initiate ESD procedures

2) Clear manifold area in case of ESD2 activation

3) Prepare for Tug connection and unmooring of the LNG Carrier, including emergency unmooring.

ACTION BY Terminal

1) Confirm/initiate ESD (emergency shutdown)

2) Prepare for unloading arm disconnection

3) Consider initiating Terminal area fire and deluge systems

4) Prepare for release of LNG Carrier, including emergency release


1) Tugs proceed to LNG Carrier and prepare for connecting towlines

2) Await instructions from LNG Carrier’s Master for un-berthing operations

3) Guardian Vessel to respond as directed by the Terminal Manager


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Attachment 11.12 Master’s Letter of Acknowledgement

To the Master of the LNG Carrier

Date:

Dear Sir,

It is a requirement hereof that the LNG Carrier’s Master shall sign a copy of this Letter on behalf of

the LNG Carrier’s owners and operators. In the event this Letter is not signed (or otherwise accepted), the Terminal shall be under no obligation to perform or provide any services referred to

in this Letter or elsewhere in the Terminal Regulations and Information Booklet.

In addition, responsibility for the safe conduct of operations on board your LNG Carrier while at our Terminal rests with you as Master. Nevertheless since our personnel, property, and other shipping

may also suffer serious damage in the event of an accident involving your LNG Carrier, before

operations start, we wish to seek your full cooperation and understanding on the safety requirements

set out in the Safety Checklist contained in the Terminal Regulations.

These safety requirements are based on safe practices widely accepted within the LNG industry. We, therefore, expect you and all under your command to adhere strictly to them throughout your stay at the Terminal. For our part, we will ensure that our personnel do likewise and cooperate fully with

you in the mutual interest of a safe and efficient operation.

To assure ourselves of your compliance with the Terminal Regulations including the Conditions of Use, the Terminal Representative together with a responsible LNG Carrier officer will, before the start of operations and thereafter from time to time during operations, carry out a routine inspection of the LNG Carrier’s decks, cargo operations areas and accommodation spaces.

If we observe any infringement on board your LNG Carrier of any of the safety requirements within

the Terminal Regulations or as otherwise required, we shall immediately bring this to the attention of you or your deputy for corrective action. If such action is not taken within a reasonable time, we

shall adopt measures that we consider to be the most appropriate for dealing with the situation, and

we shall notify you accordingly.

Should you feel that any immediate threat to the safety of your LNG Carrier arises from any action

on our part, or from equipment under our control, you are fully entitled to demand an immediate

cessation of operations.

In the event of any failure to comply fully with any of these safety requirements or Terminal

regulations by any LNG Carrier, we reserve the right to stop all operations and to order that LNG

Carrier off the mooring for appropriate action to be taken by the owners or charterers.

Please sign to indicate receipt of this letter and confirm that:

You have received a copy of the Terminal Regulations, associated appendices and Manuals, and

Terms and Conditions of Use, and that

"I HAVE READ AND UNDERSTOOD THE REQUIREMENTS AND ACCEPT THE CONDITIONS OF USE AS

SET OUT IN THE TERMINAL REGULATIONS, AND ON BEHALF OF THE LNG CARRIER OWNER or

CHARTERER AGREE TO BE BOUND BY THEM." Signed by the Master of the LNG Carrier for and on behalf of the LNG Carrier owner and operator: _________________________________________

Signed as received for and on behalf of Terminal Operator and OLT: _________________________________________


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I, hereby, unconditionally approve, pursuant to and for the purposes of, articles 1341 and 1342 of

the Italian Civil Code, the following clauses of the Terminal Regulations: Article 2.2 Restricted areas and Exclusion Zones ; Article 2.4 Environmental Conditions ; Article 2.5 LNG Carrier Domestic

Matters ; Article 2.6 Terminal Representative ; Article 3.3. Navigation, Pilotage and Berthing ; Article

3.4 Status of LNG Carrier Equipment ; Article 4 Mooring and Unmooring ; Article 6 Access & Security ; Article 7 Safety ; Article 8 State of readiness ; Article 9 Pollution avoidance ; Article 10.0 Cargo

Operations ; Appendix 11.1 Conditions of Use (acceptance of LNG carrier ; Master’s responsibility ;

Agency ; Marine Terminal Closure ; Removal of Wrecks ; provision of services ;Liabilities and indemnities ; Limitation of liability ; Pollution ; Governing Law and Jurisdiction ; Changes to terminal

regulation) ; Attachment 11.11 Emergency Response Actions.

Signed by the Master of the LNG Carrier for and on behalf of the LNG Carrier owner and operator:

_______________________________


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Attachment 11.13 Terminal Feedback Report

DATA:

LNG Carrier name: Port of Registry:

IMO Number: Owner:

Date: Time:

Master:

Terminal

Representative:

DESCRIPTION OF ISSUES ARISED / DISCUSSED DURING LNG Carrier OPERATIONS

1. Bridge performance

2. Mooring operations

3. Cargo operations

4. Safety awareness

5. Communication

6. Others

FOR Terminal

Stamp:

Terminal

Representative

(Signature)

Terminal

Representative

(Name + Function)

FOR LNG Carrier (for receipt only)

Stamp: SS / MV:

(Name LNG Carrier)

Master (Signature)

Date + Time Master (Name)


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Attachment 11.14 Terminal location


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Attachment 11.15 Plan of Terminal and Berth


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Attachment 11.16 Fendering arrangements


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Attachment 11.17 OLT Crisis Management Plan

Crisis Management Procedure for third parties Party expressly agrees that OLT is entitled to implement the Crisis Management Plan (internal

procedure) in the event of either a crisis or a potential crisis, and undertakes to notify the Company

in writing and without delaying whenever it becomes aware of any event or occurrence that could

qualify as a crisis or potential crisis according to the following meaning: a situation with a high level

of uncertainty that disrupts the core activities and/or credibility of an organization and requires

urgent actions (event that could cause, or already caused, damage to people, that attract the mass

media attention or the intervention of the Government, that cause damages to the

environment/properties, that cause significant reductions in the supplying or a partial compromise

of the activities and permits)

The implementation of the Crisis Management Plan by OLT shall not release either Party from the

performance of its obligations.

A crisis can be triggered by various events or incidents which might affect the normal course of

business. Given the peculiarities of each case, it is necessary to determine which events may

provoke an interruption and/or endanger the health and the safety of those who are within the

organization or the community.

If there is a emergency, it is strongly suggested that the following process for invocation is followed:

After the process of invocation, it is important to receive an official communication (mail) about the

event occurred.

Crisis Coordinator and/or his deputies are available (24/7) at following contact details:

Crisis Coordinator

mobile +39 348 938 2203

Email: [email protected]

First Deputy

mobile +39 348 9300956


Second Deputy

mobile +39 345 0907100


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